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Nice looking website. Looks like they have a pretty good selection of parts like springs, going back ways too.
http://www.sdtrucksprings.com/
Established in 1971 S & D Spring and Wheel Alignment Co., Inc., a family owned and operated business has built a national reputation in providing truck suspension repair, suspension replacement, spring customization and re-arching. Our expertise and vast knowledge in the commercial truck and independent truck repair industry has helped us grow significantly while establishing long term and trustworthy relationships with our clients. Over the years our quality driven company has progressed to supplying a multitude of products and services throughout the tri-state area, while also supplying parts and services to the trucking industry across the United States and Canada.
I’d like to add my 2 cents regarding upgrading springs to increase weight capacity of a pickup. I contemplated this with an ’03 Silverado 2500HD (duramax) when we bought a new fiver with heavier pin weight. The new rig exceeded my truck’s capacity by 500lbs. The RV dealer had a spring company nearby that would “certify” the new carrying capacity by installing new heavier-duty springs. As I use this truck for my 9-to-5 (construction) and 90% of the time it is lightly loaded or empty, I figured beefier springs would rattle my teeth too much on a daily basis, and could make it hop when cornering. I went with airbags which, when inflated to about 70lbs., held the rig and truck level and smooth. I could drop it to 10 or 15 lbs. and get a normal ride when not towing. This worked for a while until we towed over a long concrete bridge and the rig started hopping, I mean HOPPING! Activating just the trailer brakes (not the truck’s) calmed it down, but I thought for a second I was going to lose the rig. Further research showed this the air bags did not override the fact the truck exceeded its legal capacity. Many states will check that the tow vehicle is certified to tow the trailer. You could get a ticket. Get in an accident and in some states it becomes a crime. Another reason not to beef up a truck over its manufacturer’s specs is there are other components. With the airbags, I noticed the rear hubs getting overheated (exceeding axle capacity as well, I guess). Bottom line is I bit the bullet and got a new 3500HD dually with more than enough power and capacity. I still see a lot of 3/4 ton pickups towing very large fifth wheels. Keep it legal; leave Mickey Mouse to Disney.
Don’t take my post as anything against a spring company. Things need replacing or need additional stabilizing. Just keep it based on what the manufacturer certified the vehicle for. Paul.
Hi Paul & Robin!
I also own a 2500HD with a Duramax 6.6. We pull a 40′ 5th wheel all over the West in some rough country. I did some deep searching on the 2500HD and the 3500SRW Chevy trucks, and found somewhat of a surprise. I found the 2500HD (with a Duramax 6.6 or Vortec 8100 engine) and the 3500 SRW use precisely, exactly, interchangeably the same rear axle #G-80, supplied by AAM (Eaton) in one tube thickness only. The 11.5″ ring gear 14 bolt full floater. All the parts of the axles, internally and externally, including the brakes, have the same part numbers for both vehicles. And only the rear springs bolted to the axle and the wheel and tire package bolted to the axle are different. Even the drive train in the 2500HD, 3500, and 3500HD match in a parts list.
The body and frame is the same, only the suspension is softer. I changed out our front torsion bars for the heaver 3500’s. Also added progressive leaf Supper Springs and FireStone air bags to the rear axle to help with load sag. We have very good luck with this set-up and living in NE Wyoming we drive in places most people don’t want to go.
Now with that said you can’t overrate your tires and wheels. The 3500HD Dually has two more tires, so more weight capacity. That’s why we run a heavy Toyo M-55 265/75 R-16 tire with a load rating to match the springs and axle.
With all this said, I believe what you experienced crossing the expansion joints of that bridge was what is called “Porpoising”. This can come from a load not being balanced in the trailer, the nose to low or high on the hitch, and also to light of rear shocks on the tow vehicle. We have a 5th AirBorn air suspresition hitch and use good shocks. We have no problems with the trailer “Porpoising” for the last 6-years now.
Feeling safe with what you drive is very important, so use what works for you and your Wallet. Personally I’ve been asking Santa for one of these this Christmas!
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Thanks Eddie (& Aileen). I spoke with both my diesel mechanic and regular mechanic about all the options. Going the full modification route on my ’03 2500 duramax seemed to be a lot of cash that would not have been recovered when I finally sold it. The main factor was the “certified” payload and towing capacity of the truck. I couldn’t get a straight answer from the spring shop referred by the dealer that this was a “national” certification of the payload. My daughter had a brief relationship with a state trooper. He told her that in Florida, an undersized tow vehicle involved in an accident could be classed as a felony in certain cases. Given the ever-increasing govt regulations, I didn’t want to chance it. Plus, the ’03 Silverado was starting to nickle and dime me to death. The ’14 3500HD is a real beast. Very happy with it, although I too have been looking at Heavy Duty trucks for a tow vehicle. There are a few websites around. http://www.hhrvresource.com has some awesome rig pics.
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