Building a chip box

Bendroctanus said:
I think he means GVWR if I’m not mistaken. My 99 f350 is 9,900lbs
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Correct. The stock bed weighs about 500lbs. It's not going to be a big chip truck. It's more for pruning/getting closer to work in yards/hauling equipment/being under CDL for second employee. I wanted a crew cab dump. If I could have found an f550 I would have, future planning. For now that's my plan. It'll handle what I need it to.
 
So I'll lose 300 lbs of payload essentially. I'd love to know what thoughts are on this. I figured around 4k in chips (I'll know once it's done and scaled) is quite a bit of pruning. Am I off base???
 
Bendroctanus said:
I think he means GVWR if I’m not mistaken. My 99 f350 is 9,900lbs
Click to expand...
Right, what the rated capacity the truck can carry, minus the empty weight of truck to get payload. For example my previous 2500 chevy had 3381lb payload capacity stock, 8’ slide in dump insert with plywood chip box ~1000lbs, makes for about 4yd chip capacity.

GCWR was 16000lbs so a max loaded truck could tow ~6100lbs. Probably pretty similar to your rig.
 
You have a front axle weight rating, rear axle weight rating, hauling capacity, towing capacity and gross vehicle weight rating.

As an extreme example, if you load a 20' piece of channel steel, strapping it to the bed. The front able will be light (with steering and braking compromised), the rear will be heavy, possible over the RAWR, and the truck could be under the GVWR

When you add trailer tongue weight to the hitch, it is levering on the rear axle.
 
Okay I'm picking up what you're putting down. Don't take GVWR for granted and forget what the rear axle is rated for, specifically because it's a single rear and not a dually. This will play into the size of chipper I can run on this truck as well as my overall chip box size and construction constraints.
 
For whatever reason, my chipper has light tongue weight when horizontal, that substantially decreased above horizontal, and increases below horizontal.

Chipper/ dump combinations seem to be very tongue heavy until the box is loaded. Each trailer is different, empty and loaded.

The longer the hitch-to-axle length, the more the rear axle will be loaded due to trailer tongue weight leverage.

I don't know about building trucks.

I know that there are a bunch of variables, and have heard that one- tons are very easy to overload.

Truck upfitters have ways of calculating axle loads for builds.

Beyond my knowledge base.

You may be able to find info to roughly calculate your load.

An aside,
My guess is that you will have more chip density in the front of the bed, at the bottom, and less density nearer the top and rear of the truck, slightly affecting your loading.

The first half- load of chips, from a smaller job or whatever, will give you less rear axle weight than the second half of that load would give you rear axle weight. By how much, I haven't a clue.
 
Right on the money about chip loading. The in front of the axle weight matters less than the behind the axle weight. The tongue length was something I'd not considered. I thought tongue weight is tongue weight, and never thought of it more past that. It'll be interesting to see the numbers then. This could be brilliant or a disaster once it's built. I'll have to try and find some literature on what builders do to compensate for the above variables.
By the end of this I'll probably just wish I'd have bought the right truck to begin with. But, I'd miss out on the learning and the glory of failure.
 
There’s the weight issues with single vs dually and also what transmission etc as the pickup will be working hard if she’s at capacity all the time. I’ve had a trans rebuilt and then needed the rear diff almost immediately, expensive and down time. iirc running it in tow haul is easier on the trans.
 
Yes running in tow makes a big difference. We'll see how she goes I guess. Luckily I have the tools and knowledge at my disposal to rebuild transmissions and differentials. Down time is a big deal though.
 
Now you've got me thinking. My initial plan was to wait and get an f550. It'd do everything better. The f350 popped up and I figured it would work and it was a decent deal. I could slap the bed I have on it and sell it, find an f550 that would work better. Especially since I already have the big chip truck and can afford to wait if need be. Hmmm. Decision decisions. I appreciate the input. The last thing I want is to end up with a huge fine because I'm over weight at some point, or worse ending up with someone hurt. Regardless of if the truck can do it, DOT doesn't care.
 
On the chipper tongue weight vs tilt, the CofG is perched quite high up vs the axle so tilt translates the CofG fore and aft. I can tweak my finely balanced utility trailer for manual maneuvering by temporarily moving one gas can from the front to the rear - twofold, I lose lifting the can at the front position and then the can helps lift the tongue at the rear position. Quite a difference.
 
chiselbit said:
Make sure you have enough space between the cab and the bed to allow for flexing. Saw a guy mount his flatbed too close and it hit the cab every time he transitioned from streets to driveways and other uneven places
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This is something I've had in mind. Metal moves for sure. I haven't figured out the right amount of space yet. Was thinking 3-4".

Additionally.... Based on the information folks have provided. I've debated just turning the bed I have into a flat bed and selling it for a 550 project. That way it can be loaded to the brim with no issues. For a few thousand more I could have stepped up to a larger truck. Having a big chip truck already at my disposal gives me leeway to build what will work best. I'm kinda gun shy of the 350 now based on GVWR vs a 550. Haha
 
There is always a dump insert or some way to fab up a lighter dumping bed. I started with a F250 and shoveling chips.
Granted I got lucky and bought an aluminum dump insert that was made custom by a boat welder for a farmer. It came out of a ford pickup and even with a 15 year difference the bolt holes lined up to the stock bead bolt holes. Literally plug and play.
I still use it occasionally for chipping. And I even have toyed with the idea of making it plug and play on my mini trailer.
Sure a 550 can do more and it would be better all around, light duty trucks still have a place. My advice is to make your decision on the longer term projection. You will likely need two trucks at some point, unless you’re willing to not be able to work if in the desperate situation with a larger breakdown. This is killer for budding businesses.
A 350 is a fine truck and can still get work done and you have it now. Yes you will need to quickly get a second more better all around truck. So you could start with the big one and get a secondary or reverse the process based on what you have on hand.
 
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