hdas
Active member
I’m captivated by the Prospector. That’s what the heart says. I just want to go the process and consider all the options.
Turns out I need a real truck. Kindly help me choose one!
- Thread starter hdas
- Start date
phsycle
Adventurer
FYI, the Sport package on the F250 gets rid of pretty much all the chrome.
Prospector is definitely cool though. If you can swing it, go for it. There are a ton of places if Colorado and Utah that it’ll take you.
From a cost standpoint, I’d probably get an XLT 7.3L w Tremor package and call it good. Maybe a factory warn winch.
Prospector is definitely cool though. If you can swing it, go for it. There are a ton of places if Colorado and Utah that it’ll take you.
From a cost standpoint, I’d probably get an XLT 7.3L w Tremor package and call it good. Maybe a factory warn winch.
hdas
Active member
I don't see it as an option nor do I see the Tremor package
hdas
Active member
I can't justify 3 more inches of tires......im already overextending with the AEV package.
I do love the idea of the bed, a LOT, but I think it adds another 20-25k
Todd780
OverCamper
Are you building a F250 / F350 Super Duty crew cab with the 6.75" box? I think it needs to be an XLT minimum.
hdas
Active member
You are correct, once you add Diesel, Tremor and remove chrome, its very expensive
ramblinChet
Well-known member
Don't forget you are comparing your payload to GAWR (Gross Axle Weight Rating) on level ground. Once the pitch of your vehicle changes and the center-of-gravity shifts the load placed on individual axles changes significantly. This must be taken into account for tires also and with them you must consider compound angles associated with vehicle roll.
It's actually very easy if you take time to plan ahead and this is what the OP seems to be doing. In my case I created a list much like the OP did, added about 20% or so for margin since all those little things add up, and selected my vehicle after. Currently I am right around 50% of my available payload and my suspension, braking, cooling systems, etc. are performing nominally.
Despite really wanting a diesel engine I too was convinced that a gas was optimal for my situation. Strike one - first I ran the numbers and a the break even on a diesel is around 250k miles - you don't begin saving money until that point and then you are pocketing a few pennies at a time. Strike two - my plans include central and south America where there is no ultra-low sulfur diesel. Strike three - the lack of support (tooling and knowledge) for modern diesel with Tier IV emissions south of the boarder.
A business owner I know summarized it best - he said that unless I was towing 15-25k daily and making money doing it, I had absolutely no need for a diesel and that my gas engine would be just fine. After two years and 55k miles of travel, some in Colorado, I can confirm he was correct.
Based upon my understanding of your plans - my recommendation would be for a gas powered 1-ton truck with 35 or 37-inch tires, an on-board air compressor with 4+ CFM at 50 psi, and a nice 12k winch up front. A gas 1-ton "should" have a 4k+ payload which places you right in the middle - this is where you want to be. The tires and compressor will dampen your ride on rocky trails protecting you, your vehicle, and everything in your camper. The winch will pull you out of anything that a suspension system, lockers, and big tires, are unable to.
Yes, I am partial to a 1-ton AEV Prospector but there are many other fine choices available. It just felt damn good to spoil myself for once after decades of dirty, dangerous, and sometimes deadly, work. I met with AEV, picked out my build, had my bank wire them money, and flew up a few months later to drive away in an awesome adventure vehicle.
Last edited:
hdas
Active member
A couple of questions:
- What did AEV think/suggested regarding the Automatic-Leveling Rear Air Suspension. Was that a good idea?
- Did you deal with the dealer and AEV separately?
Thanks a lot!
ramblinChet
Well-known member
As noted in my previous post where I really wanted a diesel, I also had my heart set on the Prospector XL package but in my case, in was not logical. Yes, a Prospector XL looks cool as all heck but first off, it would gain me nothing for the adventure and exploration I had planned. Secondly, in my opinion, it begins to overload the factory components thus possibly weakening the performance and reliability of the vehicle. This is not something I wanted to flirt with while traveling alone in remote areas.
And you are correct regarding the additional cost of the tray-bed and flat bed camper - the cost skyrockets for a few additional cubic feet of interior space. This is the primary reason I opted for the regular cab, long bed, with a slide-in camper. It provided me with the most interior living space for the least amount of money.
ramblinChet
Well-known member
Both the AEV DualSport RT and XP suspension systems are able to be configured with coil springs (2500), leaf springs (3500), with, or without the OEM air ride. I am not sure what their opinion is so my recommendation would be to call and talk with them. I recall that for my OEM build configuration the air ride was not an option - possibly due to me selecting a regular cab with long bed.
Regarding dealer versus AEV - it would have been much easier and saved me money to deal with AEV alone. Let me back up a few years - I specified the vehicle I planned to build and had originally intended to purchase a large assortment of AEV parts, have them shipped, and I would install. That all came crashing down when I swallowed the red pill and invited reality to join the conversation.
Once I added all of the parts, was given an estimate on shipping, then reviewed all of the AEV PDFs detailing installation which included time estimates, and then finally performed an objective assessment of my ability to successfully complete the installation with the help of a few close friends, it became obvious that having AEV perform all of the work would be one of the best decisions I had ever made. Seriously, their production facility is immaculate, they perform these upgrades daily, they possess all of the specialized tools and knowledge, it was a bargain. Again, I have performed dozens of suspension installations dating back to the early '90s but when you really stop to consider pallets of product arriving and the effort required to perform the work for the very first time...it was obvious that I would save thousands and benefit from a better installation by having AEV perform all the work.
And even though I have no intention of selling my vehicle, it is a serialized AEV product which commands higher resale down the road.
Last edited:
2025 deleted member
Well-known member
I’ve owned all the big 3, it’s a toss up between Chevy/ford on overall build quality/reliability with Ram in 3rd. I’d get the tremor with a gas motor, I’ve owned gas and diesel heavy duty’s and the diesel makes zero sense unless you tow heavy- over 15k or just like to waste money. If you can get a F350 tremor with the 7.3 gas motor that’s the cats meow.
2025 deleted member
Well-known member
If it was my money- you didn’t list this option, I’d get the F350 xl with e-locker, add the basic power equipment package, throw on some wheels/tires/basic lift and you have everything you need.
GeorgeHayduke
Active member
How about the new xl off-road package Ford is offering? You get duratracs, the tremor front air dam, axle and t-case vent tubes, and skid plates from the factory for $1k. Comes with any bed and cab configuration whereas a Tremor requires you to go with crew cab short bed.
Similar threads
- Poll
