Airbags, I tried searching.

[oops]

That is what I’m looking for. I have had airbags and never have had the timbre or sumo setup. I just have no experience with them. I just picked up my trailer today, a 34’ bumper toy hauler. I have about a 1300lb tongue weight with it empty. I’m almost level but could use the extra support that I had with airbags. It just felt better with a heavy load. Those other options could be a solution.

Seems like the Timbren's would do the trick. They're only $300 and they bolt on in a few minutes without even needing to jack the truck. Give them a whirl and if they don't solve the problem for you, they're easy to resell.

Your blacked out cab looks cool!

 

[Modman]

Your blacked out cab looks cool!

YES!!! I was just looking at that, too...

Made me think of the Funkmaster version of the Expedition or even the standard Flex:

 

[GodzillaDude]

On a 350, the RAS requires removal of the overload spring. On a 250, no overload so nothing to remove. For either truck, it's a simple bolt-on installation.

F250 Tremor has the overload spring just like the F350s

 

[shermanator2]

I tried the search, but can’t find my answer. On a stock 2022 F250 tremor what bag kit is the right one. I do not have a carli lift, just a stock 2022 F250 tremor. Looking to level the truck while towing with a weight distribution hitch. Thanks

If your weight distribution system is adjusted correctly, your truck will be level. That is basically how the instructions tell you to adjust it. Airbags are a kludge. If you need them, your truck is probably overloaded.

 

[Modman]

If your weight distribution system is adjusted correctly, your truck will be level. That is basically how the instructions tell you to adjust it. Airbags are a kludge. If you need them, your truck is probably overloaded.

Ok, fair point. I have been misusing the phrase "level" when describing my goals and results with the Trimbren SES. If you look at my before/after link I provided earlier, the before picture has the proper weight distribution per the Ford Towing Guide and WeighSafe. The truck is actually level but visually still looks squatted imo. I wanted to change that... The after still has a bit of rake, technically. The ride improved too which was a bonus!

 

[Modman]

I thought that was the primary difference for payload capacity in the 350 vs 250 Tremor...the overload spring.

The spring packs are identical F250 Tremor vs. F350 Tremor.

 

[catastrofe]

The spring packs are identical F250 Tremor vs. F350 Tremor.

Do you know how they increase the payload capacity of the 350?

 

[RS90]

Do you know how they increase the payload capacity of the 350?

They print a bigger number on the payload sticker.

 

[catastrofe]

They print a bigger number on the payload sticker.

Damn…all this time I thought it was the overload spring.

 

[ccw]

Do you know how they increase the payload capacity of the 350?

It's less about increasing the payload on the 350 and more about reducing the payload on the 250. The 250 (edit: 250 Tremor) is built identical to a 350.

The 250 is "derated". In other words the GVWR is artificially lower. This is done for one of two primary reasons (or a combination):

• Lower registration costs. Some states have significantly higher registration costs when you cross certain thresholds. The 250 skirts under some of those common thresholds.
• Maximum non-CDL towing capacity, since a CDL is required (with exceptions) once you pass 26,000 pounds combined GVWR. Lower GVWR on the truck means you can have a higher GVWR on the trailer without exceeding the magic number.

But mechanically the 250 and 350 Tremors (specifically Tremors) are identical. Why they are built identically when non-Tremors are not is presumed to be a majority about cost savings in manufacturing, potentially with the larger tires playing a factor.

Worth noting that it is possible to order a 350 with a derate package to bring the GVWR down, but I suspect that would be necessary with non-Tremor trucks to guarantee you get the beefed up suspension and axle.

Damn…all this time I thought it was the overload spring.

For non-Tremors it is the overload spring! And there can be a rear axle difference depending on how the 250 is optioned (350 gets the beefier axle by default, 250 it only comes with certain packages IIRC).

 

[catastrofe]

It's less about increasing the payload on the 350 and more about reducing the payload on the 250. The 250 is built identical to a 350.

The 250 is "derated". In other words the GVWR is artificially lower. This is done for one of two primary reasons (or a combination):

• Lower registration costs. Some states have significantly higher registration costs when you cross certain thresholds. The 250 skirts under some of those common thresholds.
• Maximum non-CDL towing capacity, since a CDL is required (with exceptions) once you pass 26,000 pounds combined GVWR. Lower GVWR on the truck means you can have a higher GVWR on the trailer without exceeding the magic number.

But mechanically the 250 and 350 Tremors (specifically Tremors) are identical. Why they are built identically when non-Tremors are not is presumed to be a majority about cost savings in manufacturing, potentially with the larger tires playing a factor.

Worth noting that it is possible to order a 350 with a derate package to bring the GVWR down, but I suspect that would be necessary with non-Tremor trucks to guarantee you get the beefed up suspension and axle.


For non-Tremors it is the overload spring! And there can be a rear axle difference depending on how the 250 is optioned (350 gets the beefier axle by default, 250 it only comes with certain packages IIRC).

Very helpful...thank you.

 

[Tx-Tremor6.7]

Do you know how they increase the payload capacity of the 350?

On a non-Tremor, there is a difference in the payload capacity of the F250 vs F350. On a Tremor, the suspension is identical. The sticker is merely for marketing / tax purposes when some states charge more for F350 registrations

 

[Tfbruin]

It's less about increasing the payload on the 350 and more about reducing the payload on the 250. The 250 (edit: 250 Tremor) is built identical to a 350.

The 250 is "derated". In other words the GVWR is artificially lower. This is done for one of two primary reasons (or a combination):

• Lower registration costs. Some states have significantly higher registration costs when you cross certain thresholds. The 250 skirts under some of those common thresholds.
• Maximum non-CDL towing capacity, since a CDL is required (with exceptions) once you pass 26,000 pounds combined GVWR. Lower GVWR on the truck means you can have a higher GVWR on the trailer without exceeding the magic number.

But mechanically the 250 and 350 Tremors (specifically Tremors) are identical. Why they are built identically when non-Tremors are not is presumed to be a majority about cost savings in manufacturing, potentially with the larger tires playing a factor.

Worth noting that it is possible to order a 350 with a derate package to bring the GVWR down, but I suspect that would be necessary with non-Tremor trucks to guarantee you get the beefed up suspension and axle.


For non-Tremors it is the overload spring! And there can be a rear axle difference depending on how the 250 is optioned (350 gets the beefier axle by default, 250 it only comes with certain packages IIRC).

Awesome info here. Thanks, that is best explanation that I have heard on the F250 vs F350 Tremors

 

[RS90]

I ran Airlift 5000 Ultimate on my 2012 F250 and they worked great for towing my 13K travel trailer. Just installed another set on my 2022 F250 to prep for picking up a new fifth wheel.

After learning that the F250 and F350 tremor are identical besides that badges and payload I plan to just treat it as a F350. Pretty much figuring that it's got another 600 pounds of actual payload capacity.

I would've bought a 350 if I had more time to search but the 250 was available locally on short notice to replace my old truck that had a failing 6.2 and trans.

 

[ccw]

It's less about increasing the payload on the 350 and more about reducing the payload on the 250. The 250 (edit: 250 Tremor) is built identical to a 350.

The 250 is "derated". In other words the GVWR is artificially lower. This is done for one of two primary reasons (or a combination):

• Lower registration costs. Some states have significantly higher registration costs when you cross certain thresholds. The 250 skirts under some of those common thresholds.
• Maximum non-CDL towing capacity, since a CDL is required (with exceptions) once you pass 26,000 pounds combined GVWR. Lower GVWR on the truck means you can have a higher GVWR on the trailer without exceeding the magic number.

But mechanically the 250 and 350 Tremors (specifically Tremors) are identical. Why they are built identically when non-Tremors are not is presumed to be a majority about cost savings in manufacturing, potentially with the larger tires playing a factor.

Worth noting that it is possible to order a 350 with a derate package to bring the GVWR down, but I suspect that would be necessary with non-Tremor trucks to guarantee you get the beefed up suspension and axle.


For non-Tremors it is the overload spring! And there can be a rear axle difference depending on how the 250 is optioned (350 gets the beefier axle by default, 250 it only comes with certain packages IIRC).

Something that should be emphasized: this only applies to 20MY-22MY.

While I believe it's likely to still apply, we don't know if this applies to 23MY yet. Until folks get their hands on them and compare no one can say for sure that 23MY 250 and 350 Tremors are mechanically identical.

 

[Modman]

Why they are built identically when non-Tremors are not is presumed to be a majority about cost savings in manufacturing, potentially with the larger tires playing a factor.

I'll add that using existing factory components on the rear suspension is how the Tremor receives it's "lift" in the rear so, yes, this is a less costly way from an engineering perspective to achieve it for all variants without designing unique parts for the 250.

I plan to just treat it as a F350. Pretty much figuring that it's got another 600 pounds of actual payload capacity

I take a similar approach... Even if I use up all my payload per the sticker I know I have a buffer remaining.

 

[Residualboulders]

I had airbags (Airbagman out of Australia) on my Land Cruiser. For the Tremor, I went with the Roadmaster Active Suspension. Completely eliminated rear-end sag while towing, and really improved the ride with an empty bed.

Ford F-350 2011 - 2024 HD Kit

RoadActive Suspension kit includes an easy to install RAS Heavy Duty Helper Springs for each rear leaf spring. This RAS® kit is designed to stabilize, to reduce bounce and improve stability for towing or hauling while providing same-as or better-than stock unloaded ride and performance. *If...

activesuspension.com

fellow 200 Land Cruiser owner here. Mine is pretty modified for offroading so I have been using a 2022 Tundra for towing duties. It's a hybrid and fun to drive with plenty of power to tow, but I decided Its time for a Superduty. Picking up an F350 Tremor this weekend.

 

[Mtbhikernv]

Reviving an old thread, does anyone have experience with the Logiq dual bag system? My local shop is suggesting them for my cabover camper build. My concerns are limiting flex, and when I upgrade my suspension if that will be a problem.

 

[Melwinn]

Reviving an old thread, does anyone have experience with the Logiq dual bag system? My local shop is suggesting them for my cabover camper build. My concerns are limiting flex, and when I upgrade my suspension if that will be a problem.

I have them and love them. I did need to work with Logiq to get a smaller bump stop spacer to give me slightly more up travel but they were great to work with. I also installed the Logiq HD compressor and tank and it works very well with controls via bluetooth. The compressor is a bit weak and i will likely be upgrading to an ARB but still use the Logic module as it is really slick. My tavel is far less limited than a traditional AirLift or Firestone set of bags (unless you do the cradle) and interestingly the ride actually stayed the same if not got slightly better in some ways. I also think their mounting mechanism is far better than the airlift kits ive seen. Biggiest PIA was removing the overload springs but these are the only bags i will buy again unless i did the full travel bags with the spacer from CJC.

 

[Mtbhikernv]

Those are actually the other ones I was looking at.
So in a perfect world, would you do CJC? I really don’t want to lose any travel, but that might just be the way it is. I do like the idea of a smaller bump stop, that spacer it looks huge and like you lose almost half your up.

I was looking at the new arb brushless dual, but damn they’re expensive.