F-350 Cab and Chassis- Suspension lift

rruff

Explorer
"I agree that off-road vehicles need some means of articulation. I’m comparing apples to apples - building a subframe or dynamic mount for a C&C frame is easier and cheaper than doing the same on a pickup."

^ But since the pickup doesn't need one, and the C&C does...
 

andy_b

Well-known member
"I agree that off-road vehicles need some means of articulation. I’m comparing apples to apples - building a subframe or dynamic mount for a C&C frame is easier and cheaper than doing the same on a pickup."

^ But since the pickup doesn't need one, and the C&C does...

But no one “knows” either of these positions. The OP never mentioned what specifically he is getting - he mentioned a crappy stick built camper or a modern composite one. For my own use, TC told me their composite camper bodies must be isolated, even on a modern boxed F350 pickup chassis.

We all make assumptions and decision based on prior success, but that is different than knowing. I think all campers like this that are intended to be heavy and used off-road should have some way to isolate the camper body from the vehicle. A C&C would be an easier platform to build that on plus all of the other advantages that come with a C&C (if it were a 550).
 

rruff

Explorer
I think all campers like this that are intended to be heavy and used off-road should have some way to isolate the camper body from the vehicle.
The reason for the articulating frame is so the frame twist doesn't over-stress the camper... which will not be nearly as flexible. The PU frames don't twist, so no reason for it. You could use cab/bed mounts in between the frame and camper if you wanted.

The flatbeds are usually stiff in torsion, which saves the camper... but then adds stress to the truck frame.

Regardless, the C&C gives an extra foot of frame to work with and the deck has the potential to be at a lower load height.
In either case, deck height would be determined by tire height and up travel plus articulation, if you are optimizing... and you don't want it to rub. Also, I didn't realize the C&C had shorter leafs... that will negatively effect suspension travel and performance.

I for one won't rain on their parade like some might (not you Andy) I mean ... guys getting a brand new truck and a custom deck, c'mon be happy for the him !
All I'm saying is that the deck either needs to articulate, or it needs to be the PU frame. Articulating frames I've seen for sale are very expensive. I don't think they need to be, but they are. Most people DIY, as I did myself.
 

rruff

Explorer
If you don't have a need for the front rack, I'd get rid of that. Also, I think it would be be better if the gooseneck was mounted to the frame and not the deck... and what is the reason for having a hitch receiver in the deck itself?

Oh, I see the other receiver is for a dirt bike rack.
 
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Trail Talk

Well-known member
More data for the OP. Our cabin mounts to an F350 c&c (scab with the 7.3 gas engine) via a 3-pt pivoting suspension which keeps the cabin as low as possible. The result is superb road manners, virtually unaffected by crosswinds, and none of the vices associated with a higher centre of gravity. There is no frame-mounted aux gasoline tank available for my 2020 srw c&c and no room with my set-up if there was. Still, I can carry 100L (26 US gal) externally in addition to the onboard 150L (40 US gal) for a range of around 1100 km or 680 miles. I want more but a little voice says I shouldn't even consider stashing a few cans inside the cab...

On the suspension side, we did upgrade to custom Radflo shocks but otherwise stock. The c&c rear spring pack has served us well. When we traversed numerous tank-traps on a deactivated logging road last year, the first thing that rubbed was the cab running boards, followed by the rear hitch receiver (didn't bend anything though). I'll be installing shortened brackets this spring to cure the first.

Did a few tripods here but never felt tippy...

IMG_3061 copy.JPG
 

Darwin

Explorer
More data for the OP. Our cabin mounts to an F350 c&c (scab with the 7.3 gas engine) via a 3-pt pivoting suspension which keeps the cabin as low as possible. The result is superb road manners, virtually unaffected by crosswinds, and none of the vices associated with a higher centre of gravity. There is no frame-mounted aux gasoline tank available for my 2020 srw c&c and no room with my set-up if there was. Still, I can carry 100L (26 US gal) externally in addition to the onboard 150L (40 US gal) for a range of around 1100 km or 680 miles. I want more but a little voice says I shouldn't even consider stashing a few cans inside the cab...

On the suspension side, we did upgrade to custom Radflo shocks but otherwise stock. The c&c rear spring pack has served us well. When we traversed numerous tank-traps on a deactivated logging road last year, the first thing that rubbed was the cab running boards, followed by the rear hitch receiver (didn't bend anything though). I'll be installing shortened brackets this spring to cure the first.

Did a few tripods here but never felt tippy...

View attachment 866949
Any chance you can post a few photos of the subframe?
 

trailridge127

New member
Thanks for all the information. I have alot to digest and plan. The gooseneck will be built up from the frame. I am sure if I go articulated sub frame we can figure a way to manage the movement. I like the head ache rack for storing a camper ladder or such. In the winter (if I don't have the camper on) I plan on using the flat deck for snowmobiles. The head ache rack may keep me off the YouTube bloopers of loading sleds.

I really appreciate the replies and will keep updating as the build progresses.
 

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