In search of a better truck for towing the M6060 and folding cutter.
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dirtydeed
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B2650 BH77, U27-4R2, BX23TLBM, box blade, rear blade, flail mower, Stump Grinder
Nice truck.
I can't tell for sure but it looks like it has drop sides. If so, They are AWESOME for side loading pallets of stuff. Had them on my old GMC 3500 chassis/cab dump. Only downside is low side height (can add 2x12's) to make the bed sides more useful.
jyoutz
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MX6000 HST open station, FEL, 6’ cutter, forks, 8’ rear blade, 7’ cultivator
All I know is for 3/4 and 1 ton Dodge trucks. The swap over occurred mid-year 2007. I have an early year 5.9; my neighbor has a later year 6.7. But I’m not sure about heavy trucks and equipment such as log skidders. The Cummins is an industrial engine, so it might have varied configurations by application. The good thing about the 6.7 is that they have exhaust brakes.
Edit: I should clarify that the trucks with 6.7 engines have exhaust brakes installed.
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This might be a bit bigger than what you are looking for. It has the 6.7 Cummins but sounds like the emissions crap has been deleted because it states the truck cannot be registered in California:
The seller of the 2010 F-750 sent me some photos of the exhaust system yesterday. He wasn't sure if it's a true DPF system or a catalytic converter.
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I really appreciate the feedback, and every comment and suggestion helps with the decision making process.
I had a conversation with a salesman in CA re the 2020 F-550. I've been doing some research on the performance of the third generation 6.7L engines which seems to be reliable and well liked. I would have to take delivery in another state to avoid CA's 7.75% sales tax, so Las Vegas would make sense if I choose this truck. I'd rather pay for a one-way ticket to Las Vegas and 100 gallons of diesel, and enjoy a 1,000 mile roadtrip than put more than $4k into Gavin Newsom's pockets.
I might even be in @Botamon's neck of the woods.
There is no doubt in my mind that a newer F-550 would do everything that I need in terms of hauling and towing, and might even be better suited to towing my boat as well. The F-250 handles the boat which with the trailer comes in around 5,000lb, maybe a little more, but the truck knows it's there. The F550 has 825 lb.-ft. of torque @ 1,600 rpm and 330 hp @ 2,600 rpm.
The window sticker lists the rear end as a 4.88 LS but the dealer lists it as 4.10. Even if the rear end is the shorter gear, the important specs are more than enough.
Curb weight: 7,500lb (chassis/cab)
GVWR: 19,500 lb
GCWR: 32,500 lb (40,000 lb for 4.88 rear end)
Max trailer weight conventional pull: 18,500 lb
Max trailer weight gooseneck: 24,100 lb (31,600 lb with 4.88 rear end)
If I were to buy this truck or another similar model, I would try to sell the dump trailer and the M1078, and possibly the 22ft hydraulic tilt trailer, and then buy a 25' + 5' gooseneck trailer with a pair of 10k or 12k axles. I have no need to haul tractors or the boat in the winter so the F-550 would only be used in the nicer months. The Jeep would be a daily driver in the nicer months and the F-250 would see use all year round. That's a reasonable plan to me.
I had a conversation with a salesman in CA re the 2020 F-550. I've been doing some research on the performance of the third generation 6.7L engines which seems to be reliable and well liked. I would have to take delivery in another state to avoid CA's 7.75% sales tax, so Las Vegas would make sense if I choose this truck. I'd rather pay for a one-way ticket to Las Vegas and 100 gallons of diesel, and enjoy a 1,000 mile roadtrip than put more than $4k into Gavin Newsom's pockets.
I might even be in @Botamon's neck of the woods.There is no doubt in my mind that a newer F-550 would do everything that I need in terms of hauling and towing, and might even be better suited to towing my boat as well. The F-250 handles the boat which with the trailer comes in around 5,000lb, maybe a little more, but the truck knows it's there. The F550 has 825 lb.-ft. of torque @ 1,600 rpm and 330 hp @ 2,600 rpm.
The window sticker lists the rear end as a 4.88 LS but the dealer lists it as 4.10. Even if the rear end is the shorter gear, the important specs are more than enough.
Curb weight: 7,500lb (chassis/cab)
GVWR: 19,500 lb
GCWR: 32,500 lb (40,000 lb for 4.88 rear end)
Max trailer weight conventional pull: 18,500 lb
Max trailer weight gooseneck: 24,100 lb (31,600 lb with 4.88 rear end)
If I were to buy this truck or another similar model, I would try to sell the dump trailer and the M1078, and possibly the 22ft hydraulic tilt trailer, and then buy a 25' + 5' gooseneck trailer with a pair of 10k or 12k axles. I have no need to haul tractors or the boat in the winter so the F-550 would only be used in the nicer months. The Jeep would be a daily driver in the nicer months and the F-250 would see use all year round. That's a reasonable plan to me.
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Just some more food for thought. I must be missing something. I just don't see where your going to use a truck enough to go with a F-650 or F-750. To me its time to decide if you have the time and desire to do mowing and some hauling of rock or what ever for other folks and is there any money to be made doing it. Bigger trucks cost more to maintain. Tires for one are more. This is a guy talking that has a lot of equipment setting in sheds but when I need my Semis I need them and they make money for the farm when the year is done. To me unless your going to haul a lot of rock and do a lot of mowing on the side I would just forget looking at these trucks including the F-550 and look more at a F-350 to replace your F-250 and keep the dump trailer and upgrade your flat bed later. I just don't think there is a ton of money to be made in custom mowing or hauling. I don't even haul my own rock any more. The rock haulers in my area have cut the rate so much over the years it's not worth me using my semi to do it any more and they can buy the rock less per ton at the quarry than I can. Its your money and spend it how you like.
Lots to think about for sure, and I appreciate the voice of reason and experience!
Yesterday afternoon my good friend in Boise, ID was able to stop by the dealership selling the '01 F-650 with the 5.9L Cummins engine. As some of you here suspected, it was a case of a 5 gallon restoration job where the dealership has tried to make the truck look a whole lot better. Looking through the photos that my friend sent me it's obvious that they painted the areas that they could easily get to and are trying to conceal the true condition.
For the casual observer the frame appears to be in very good shape, but the undersides of just about every bolt and any surface facing the ground is covered in rust. Not saying that it's a bad amount of rust, but it's there. The bottom photo isn't particularly well focused, but look at the inside of the rear leaf spring stack on the driver's side.
My friend also took a video of the truck while it was running but it'd give a NASA astronaut motion sickness if they watched it.
So the bottom line is that this truck is no longer on the short list.
For the casual observer the frame appears to be in very good shape, but the undersides of just about every bolt and any surface facing the ground is covered in rust. Not saying that it's a bad amount of rust, but it's there. The bottom photo isn't particularly well focused, but look at the inside of the rear leaf spring stack on the driver's side.
My friend also took a video of the truck while it was running but it'd give a NASA astronaut motion sickness if they watched it.
So the bottom line is that this truck is no longer on the short list.
RCW
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BX2360, FEL, MMM, BX2750D snowblower. 1953 Minneapolis Moline ZAU
Doesn't look terrible from the photos for the vintage, but in obviously is bad enough to make a hard pass. Makes sense.
Hope you find something that works for you.
The former DPW Superintendent hasn't been around. I was going to ask him about the F-750 they have.
Haven't forgotten about it.
Thanks!Doesn't look terrible from the photos for the vintage, but in obviously is bad enough to make a hard pass. Makes sense.
Hope you find something that works for you.
The former DPW Superintendent hasn't been around. I was going to ask him about the F-750 they have.
Haven't forgotten about it.
The 2010 F-750 also in ID is still on the short list, in part because of the transparency of the seller. Nothing is hidden, nothing has been sprayed over, it is what it is and looks like a 2010 with 55k miles on it. I'm still discussing the 2020 F-550 with the dealership but getting clarification on the rear end has proven to be a challenge.
I do feel like I'm doing my due diligence with this search, and if I decide to try to work with what I have, at least I'll be more informed for a future purchase.
RCW
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Lifetime Member
Equipment
BX2360, FEL, MMM, BX2750D snowblower. 1953 Minneapolis Moline ZAU
I got thinking about this.......remembered my post #2 on the thread.......
This is what I said:
"Certainly looks like a great rig.
Looks like it's been polished up for sale. 45K miles is a little concerning over 24 years. "
I'm not very smart, but looks like I called that one right.....
Glad I was right and you caught it!
Anyone want to guess what the haulage fee would be for an F-550 from CA to MT which is about 1,300 miles? The dealership is going to get me a price but I'm thinking around $1,500.
jyoutz
Well-known member
Equipment
MX6000 HST open station, FEL, 6’ cutter, forks, 8’ rear blade, 7’ cultivator
That was my first thought, but there's a fly in the ointment. In order for me to avoid CA sales tax I would have to take delivery outside of CA, but to further complicate matters, delivery has to occur within a short time of the sale, basically at the time of the sale. In other words, I couldn't pay for the truck now and have the dealer keep it on the lot until I fly down to Las Vegas to take delivery two or three months from now. I wouldn't want to drive the truck over a number of snowy mountain passes between CA and MT. Also, I don't like the idea of a pristine CA truck being exposed to all that salt. If it goes on a trailer it'll likely get some exposure to road salt but a lot less than if it were driven.
I would estimate around 100 gallons of diesel to drive the truck 1,300 miles, add in the one-way airfare to Las Vegas, one or two nights at a hotel/motel on the drive back, a few additional expenses and at least three days of my time, and $1,500 to have the truck hauled might look a whole lot more reasonable. As I said, CA sales tax would be around $4,200. I'll post an update once I hear back from the dealer.
Do you have a Class A CDL? You do not need a CDL to drive the truck alone with a GVWR of 26,000 or less. There are no requirements for a CDL when driving a vehicle with air brakes.
If the truck you are looking at has a 26,000 GVWR and not GCWR. Then as soon as you connect a trailer to it, it becomes a Class A vehicle requiring a class A CDL no matter what you are using it for. Any trailer is going to put it over the 26,001lbs. threshold. If the truck has a 26,000lbs. GCWR and you attach a trailer. then you can drive it without a CDL as long as both vehicles GVWR do not add up to more than 26,001lbs. If you weigh more than the GVWR for either truck or trailer and exceed the 26,001lbs limit then you are driving out of class and overweight.
Another misconception is that you cannot drive a trailer over 10k without a CDL. You can do this as long as the GVWR of both vehicles do not add up to more than 26000lbs.
Oh and at these weight ratings you will need DOT numbers.
If the truck you are looking at has a 26,000 GVWR and not GCWR. Then as soon as you connect a trailer to it, it becomes a Class A vehicle requiring a class A CDL no matter what you are using it for. Any trailer is going to put it over the 26,001lbs. threshold. If the truck has a 26,000lbs. GCWR and you attach a trailer. then you can drive it without a CDL as long as both vehicles GVWR do not add up to more than 26,001lbs. If you weigh more than the GVWR for either truck or trailer and exceed the 26,001lbs limit then you are driving out of class and overweight.
Another misconception is that you cannot drive a trailer over 10k without a CDL. You can do this as long as the GVWR of both vehicles do not add up to more than 26000lbs.
Oh and at these weight ratings you will need DOT numbers.
All of the above about the CDL is for a commercial truck. I believe if it is for private use and registered personally you don't need a CDL.