2024 Ford F-350 Super Duty

Identity and configuration

Verified against the window sticker / build sheet (REF-003, held locally as imports/truck-f350/ford.pdf).

Dealer discrepancy resolved. Both dealers are genuine and sequential: Friendship Ford, Bristol, Tennessee sold the truck new in 2024; Northside Ford Lincoln, Effingham, Illinois listed it in August 2026 after Ford reacquired it. See chapter 14.

This vehicle is a Ford manufacturer buyback (reacquired 2026-07-01, purchased 2026-09-08). Both cited defects were repaired by Ford (REF-026); the title brand is permanent. See chapter 14.

Safety Compliance Certification Label

Transcribed from the driver's door jamb label (REF-023). It was photographed 8 September 2026 and re-photographed more clearly 11 September 2026. This is the authoritative source for weight ratings.

Correction, 11 September 2026. The first transcription misaligned the code row and recorded the axle code as G. The clearer photo shows the columns WB / INT TR / TP/PS / R / AXLE / TR / SPR reading 176 / 2S / blank / 5 / 4M / G / RRNN ULC. G is the transmission code; the axle code is 4M.

Front and rear GAWR sum to 13,220 lb, which exceeds the 11,900 lb GVWR - normal, and GVWR governs. Neither axle may be loaded past its own rating regardless.

Tire and Loading Information Label

From the same door jamb (REF-024).

4,566 lb is this truck's legal payload, superseding the ~3,900-4,050 lb estimate previously worked out from the Camper Loading Guide - see chapter 10.

Emissions ratings

California Air Resources Board Environmental Performance panel (REF-003). Ford notes these are not directly comparable to U.S. EPA/DOT light-duty labels.

Pricing record (as built)

Warranty (as delivered)

The sticker also lists 5 years / 100,000 miles diesel engine coverage; this is boilerplate and does not apply to the 7.3L gasoline configuration.

At 38,278 miles the bumper-to-bumper coverage has expired. See chapter 14 for current warranty position and the effect of the buyback.

Scope and confidence

This manual uses four labels:

• Ford OEM - official publications.
• Recorded - project-specific information.
• Planned - intended purchases or work.
• Confirm with Ford WSM - data not yet validated against current service information.

Ownership record

Verified factory equipment

From the window sticker (REF-003). This supersedes the earlier "recorded in project conversation" status for these items.

Towing and payload

• 5th Wheel Hitch Prep Package and Gooseneck Hitch Kit - both factory-fitted, confirming the fifth-wheel/gooseneck preparation noted in project work.
• Trailer Brake Controller (standard), Trailer Sway Control, Tow Hooks.
• PowerScope trailer tow mirrors; trailer tow mirrors standard.
• Snowplow Prep / Camper Package.
• 11,900 lb GVWR package; 4.30 electronic-locking rear axle.

Cameras and sensing

• 360-Degree Camera Package - factory option, $1,150.
• Rear View Camera (standard).
• BLIS (Blind Spot Information System) - fitted. The 2026 Ford buyback cited Cross Traffic / Blind Spot sensors not operating correctly; Ford's repair paperwork records the fault as repaired (REF-026). See chapter 14. Confirm operation in service, as with any safety system.
• Reverse Sensing System.
• Pre-Collision Assist with AEB (standard).

Electrical and upfitting

• Upfitter Switches and 250-amp alternator - both factory options, relevant to any accessory wiring in chapter 7.
• 120V outlet; FordPass Connect 5G Wi-Fi hotspot telematics modem; SYNC 4.
• Roof clearance lights; SecuriCode keyless entry keypad; Remote Start System.

Other options of record

• FX4 Off-Road Package with skid plates; Platform Running Boards.
• Tough Bed spray-in bedliner; cloth 40/console/40 seating; carpet delete.
• Front license plate bracket; jack; 50-state emissions.

Confirmed not fitted

Checked against the window sticker (REF-003) so these are not re-investigated:

• Heated steering wheel - not listed as standard or optional. The steering entry reads tilt/telescope with cruise and audio controls only. The owner's manual treats it as a "Vehicles With" option, not standard equipment.
• Heated seats - no heated or cooled seat option appears on the sticker; the truck has cloth seats with an 8-way power driver's seat.
• Automatic climate control - the sticker specifies manual front air conditioning.

Known defects of record

From the buyback disclosure (REF-022), not repaired on record:

• Cross Traffic / Blind Spot sensors do not operate correctly.
• Passenger-side window does not operate correctly.

Full context and a verification list are in chapter 14.

Still unverified

• The factory in-bed 7-pin connector is recorded as present and aligns with Ford's recommended driver-side bed location, but does not appear as a separate sticker line - it is bundled with the hitch prep packages. Confirm visually.
• A dedicated bed camera is recorded as present; the sticker lists the 360-degree camera package, which supplies the bed/cargo view on this configuration. Confirm in the SYNC camera menu.

Camera and trailer guidance quick reference

• Available project-recorded views: rear view, 360-degree, rear split view, bed camera, picture-in-picture, and trailer guidance views when equipped.
• For fifth-wheel alignment: select the bed camera, use 360-degree view to monitor surroundings, confirm kingpin alignment, and then verify coupling before travel.
• Hitch-angle display: black line indicates actual trailer position; white line indicates predicted path. Yellow indicates approaching a difficult articulation angle; red indicates stop, pull forward, and realign.

Driving systems notes

• Adaptive cruise control offers selectable following gaps. The project notes caution against use when towing a trailer with an aftermarket electronic brake controller - note that this truck has the factory trailer brake controller, so that caution applies only if an aftermarket unit is later added.
• Hill Descent Control operating range recorded from quick guide: 2-20 mph (3-32 km/h).
• Trail Control is low-speed off-road cruise control; braking reduces set speed without turning it off.
• AdvanceTrac with RSC and Hill Start Assist are standard.

Catalog status

Populated from the 7.3L gasoline tables of the 2024 Super Duty Owner's Manual (REF-001, v1.1, edition 202307, pp. 522-525). The owner's manual carries separate parts tables for the 6.7L diesel, 6.8L gasoline, and 7.3L gasoline engines - only the 7.3L values are reproduced here.

Part numbers are current as published in that edition. Confirm supersessions at a dealer or fordparts.com before ordering; Ford revises Motorcraft numbers between editions.

Motorcraft parts - 7.3L gasoline

Ford's standing note: Motorcraft parts meet or exceed Ford specifications, and warranty coverage may be void for damage related to use of other parts.

Engine specifications - 7.3L gasoline

Reference data for parts selection and diagnosis (REF-001 p. 522).

Service intervals

Towing exception - applies directly to this truck. During long periods of trailer towing with outside temperatures above 70°F (21°C), or at wide-open throttle for long periods above 45 mph (72 km/h), change the rear axle fluid every 30,000 mi (48,000 km) if the rear axle is filled with non-synthetic fluid. This interval is waived, and the 150,000 mi (240,000 km) interval continues, if the axle is filled with 75W-140 synthetic gear lubricant meeting WSL-M2C192-A. This truck's axle is the 11.6 in, which Ford specifies with 75W-140 synthetic (WSL-M2C192-A) - identified 11 September 2026, see chapter 6. The waiver applies provided any refill uses that fluid.

Ford also classifies towing as severe service: follow the severe service items in the scheduled maintenance chart, not the normal schedule.

Every six months

Owner-level checks from the scheduled maintenance chart (REF-001 p. 591):

• Battery connections - clean if necessary.
• Body and door drain holes for obstructions.
• Cooling system fluid level and coolant strength.
• Door weatherstrips for wear - lubricate if necessary.
• Hinges, latches, and outside locks - lubricate if necessary.
• Parking brake operation.
• Seatbelts and seat latches for wear and function.
• Safety warning lamps: brake, ABS, airbag, seatbelt.
• Washer spray and wiper operation - clean or replace blades as necessary.

Still to source

Ford part numbers (as distinct from Motorcraft numbers) for brakes, suspension, hitch, and trailer/electrical components are not in the owner's manual. They require the Ford parts catalog or Workshop Manual - see Appendix A.

Maintenance framework

• Use the official Owner's Manual schedule as the primary source for normal and severe-duty intervals.
• Record date, mileage, parts used, fluid quantity, receipts, and any diagnostic results.
• Future additions: oil analysis, tire wear, alignment reports, battery testing, recalls, warranty work, and scale tickets.

Service log

logs/service-log.md holds both the 15 prior dealer service records recovered from CARFAX (REF-022) and the running record for work under current ownership.

Note a roughly 12,400-mile gap with no reported oil service between 25,826 mi and the last reported reading. Confirm the true maintenance state rather than assuming the truck is current.

Verified-status note

Important The following values were previously recorded in the project conversation as known/common values, but must be checked against the current Ford Workshop Manual for this VIN before safety-critical use. Do not infer a specification for an unlisted fastener.

Provisional quick list - confirm with Ford WSM

Torque Atlas placeholder

• Future system sections: brakes, steering, front and rear suspension, drivetrain, 7.3L engine, cooling, body/frame, electrical, and towing equipment.
• Each final entry should include torque, units, fastener dimensions, sequence, angle, one-time-use status, thread treatment, and Ford WSM reference.

Status

Populated from the 7.3L gasoline capacity tables of the 2024 Super Duty Owner's Manual (REF-001, v1.1, edition 202307, pp. 520-545). Diesel and 6.8L values are excluded.

The rear axle is resolved: it is an 11.6 in axle, identified from its tag on 11 September 2026. The front axle is still configuration-dependent and is flagged below.

Do not substitute across similar-sounding fluids. The transmission takes MERCON ULV; the transfer case and hydraulic power steering take MERCON LV. Ford's note is explicit: use only MERCON ULV where MERCON ULV is required, as any other fluid could cause transmission damage.

Capacities and specifications

Engine oil: Ford recommends Motorcraft motor oil, or an oil of the recommended viscosity grade displaying the API Certification Mark for gasoline engines. Do not use supplemental engine oil additives - Ford states they are unnecessary and could cause engine damage not covered by warranty.

Coolant: use prediluted coolant. Ford warns that concentrated coolant added without dilution will not flow correctly through the small passages of the engine cooling system.

Front axle - confirm which is fitted

The owner's manual publishes two front axle variants. This truck is 4X4, but the assembly is not identified on the window sticker.

The front axle's identity is not yet confirmed. Look for a similar bar-code tag on the front axle housing.

Rear axle - 11.6 in, confirmed

Identified 11 September 2026 from the owner's photos of the axle tag (IMG_1548-1557). The tag is a white and yellow bar-code label wrapped around the passenger-side rear axle tube, beside the differential. It reads:

…467B 23 007025
TC05A 4E30 - 11.6

• 4E30 - a 4.30 ratio with the electronic locker (the E). This matches the window sticker's 4.30 ELECTRONIC-LOCKING AXLE (REF-003).
• 11.6 - the ring gear size, 11.6 in.
• The housing casting is marked RFPC3H-4025AC (IMG_1557-1558).

The door label's axle code 4M (REF-023) and the 7,230 lb rear GAWR are consistent with this axle.

Source: REF-001, "Rear Axle - 11.6", p. 542. Unlike the manual's limited-slip entries, this one lists no friction modifier additive.

The 75W-140 synthetic also settles the towing exception in chapter 3. If the axle holds WSL-M2C192-A 75W-140 synthetic, as Ford specifies for it, the 30,000 mi towing change interval is waived and the 150,000 mi interval applies. When the axle is serviced, make sure the refill is 75W-140 synthetic, not the 75W-85 some other Super Duty axles take.

Correction, 11 September 2026. This chapter previously listed only four rear axle families and short-listed the 10.5 and the 11.8 single-rear-wheel axles as the likely fits. The owner's manual actually lists six rear axles: 10.5, 10.8, 11.6, 11.8 light/heavy duty, 11.8 single-rear-wheel and 12.4. The 11.6, the one fitted, had been missed.

Fluid level checks

Included in the multi-point inspection at every scheduled maintenance interval: brake, coolant recovery reservoir, automatic transmission, and window washer.

Ford notes that under high-load operation - extended high engine speed, heavy loads, engine braking, hard cornering, track or off-road use - oil consumption of approximately 1 quart per 500 miles is possible. Check engine oil at every refueling under those conditions. Towing a fifth-wheel qualifies.

Open items

• Automatic transmission fluid capacity is not published in the owner's manual, and is not on the window sticker. It requires the Workshop Manual - see Appendix A.
• Front axle assembly to be identified from its tag, then the front axle table reduced to the single applicable row. The rear axle is resolved (11.6 in).

How the rear axle was identified

APIM / BCM rear-camera configuration

• Reference REF-008 covers enabling or disabling an OEM rear camera kit through APIM and BCM configuration.
• Recorded post-programming verification: complete APIM programming; switch ignition off; open a front door and allow cluster/display power-down; switch ignition on; select Reverse with brake applied and parking brake engaged to verify image.
• This procedure is not currently needed for the truck's recorded factory camera equipment. It becomes relevant after APIM/BCM replacement, camera retrofit, a lost configuration, or relevant FORScan/FDRS programming.

Electrical work placeholders

• Fuse and relay directory; customer access wiring and upfitter circuits; grounds; connector pinouts; trailer wiring; camera wiring; CAN network notes.
• Before programming, save full module backups and record each change, date, tool version, and recovery steps.

Recovery-first workflow

• Create and retain original As-Built/module backups before making changes.
• Log every change with before/after values, rationale, tool/interface version, and verification result.
• Use the camera configuration reference only for a documented camera/APIM/BCM situation; avoid changing unrelated configuration values.

Change log

See logs/module-change-log.md for the running record.

Purchase plan

Three windows, measured from the purchase date of 8 September 2026. The roadmap below is organized by window, each item tagged with the category it belongs to.

Truck purchased 8 September 2026, so the windows below run from that date. Work through the chapter 14 verification list alongside the Immediate purchases.

How items were placed - this is a proposal, adjust the When column as priorities change:

• Immediate - anything the truck needs before it tows or before the buyback defects can be assessed: the fifth-wheel hitch, tires at 38,278 miles, the socket tester, hub thermometer, and the OBDLink EX for pulling codes on the Cross Traffic / Blind Spot fault. The Sam's Club membership sits here only because the tires are bought through it.
• Short-term - protection that stops damage accruing while the truck is in use, and the rest of the towing kit: wheel-well liners, mud flaps, deflectors, sill protection, levelers, wiring adapters, and the dash cam. A dash cam earns its place early on a buyback truck.
• Long-term - security hardware, storage, greases and consumables. Useful, but nothing degrades by waiting.

Planned roadmap

Status vocabulary: Planned - intended, not yet acted on. Ordered - purchased, not yet fitted. Installed - fitted and logged. Deferred - decided against, kept with the reason. N/A - does not apply to this truck.

Items with an unresolved question are held in the Researching table below rather than in a phase, so the phase totals reflect intended spend only.

Price cells are left blank for real quotes. The only priced items in this chapter are the Timbren SKUs, which are vendor-listed as of 6 September 2026; everything else is to be filled in from an actual quote rather than an estimate.

Immediate

Short-term

Long-term

Already owned

Photographed in the truck on 13 September 2026. These are in hand, so they are not part of the phase totals.

Buying notes

Sam's Club Plus membership - take the military rate. $50 for military, verified through ID.me. That beats the $55 general promotional price by $5 and carries no 30 September 2026 expiry, so the membership is not on a deadline. WeatherTech order. Deflectors ($99.95), mud flaps ($179.90), SillProtector ($79.95) and LampGard ($79.95) total $439.75, well past WeatherTech's $250 free-shipping threshold. Wheel-well liners are also a WeatherTech line if they should go on the same order. Settle the LampGard headlamp-type question before placing it. Ford accessory promotion may beat the discounter. Ford.com was showing 20% off accessories up to $1,000 when checked on 6 September 2026. If it applies to the wheel-well liners, both sets from Ford come to $336.00 (front $160 + rear $176), against $397.00 buying the front from Levittown and the rear from Ford. Verify the promotion's terms and end date before splitting the order - it is worth about $61.

Ford also lists molded splash guards, rear set for single rear wheel (PC3Z16A550BA) at $90.00 - an OEM alternative to the $179.90 WeatherTech mud flaps, if a factory look is preferred over the no-drill DigitalFit fit.

Deferred

Options considered and set aside, kept with the reason so they are not proposed again without it. Excluded from every total.

One further decision is deferred rather than an item: the onboard air compressor for whichever load support kit is chosen - see that section.

Researching

Items with an open question that has to be settled before they can be ordered. They are excluded from the phase totals above, since none is a commitment yet.

Console Vault - the VaultLink option

VaultLink is powered from the console's port, and it is not a lock on its own. The VaultLink Automated Locking Module (EVEE, U.S. Patent 12071791) is a module that pairs with the Elite Electronic Lock. Choosing "VaultLink Enabled Electronic Lock" on the safe means the Elite lock plus this module. The module plugs into a power port inside the console and removes the Elite lock's recharging requirement - which is why the Elite charging note appears on the safe page at all.

What it does: the safe locks automatically when the ignition is switched off and unlocks when it is switched on. Auto Mode and Valet (manual) Mode are both available.

Three conditions must hold, and one needs testing on this truck before ordering:

1. The safe must be Elite-Electronic-Lock compatible - the Super Duty safe is, since VaultLink is offered on it.
2. A power port must be reachable from inside the safe. Closed-box safes and safes without access to console outlets are not compatible.
3. Power to that port must cut immediately when the ignition goes off, and return when it comes on. Console Vault is explicit that not all vehicles behave this way. Test it: plug a phone into the console port, switch the truck off, and check whether charging stops immediately. If the port stays live, VaultLink will not work as intended.

The module ships with a USB-C to USB-C cable; adapters for USB-A or 12-volt ports are not included. Check which port type the console actually offers and order an adapter if needed.

Background, from Console Vault's announcement (5 December 2024): the Elite Electronic Lock launched September 2024 with a keypad and an 8-digit code, the newer Elite Electronic taking 10 digits; VaultLink shipped January 2025 and was patent-pending at announcement, with U.S. Patent 12071791 since granted. Console Vault is American-owned and American-made, founded 2002.

Note that the announcement makes no mention of the console-port power requirement or the ignition-cut condition - those appear only on the product page, which is why they are worth testing rather than assuming from the marketing.

Pricing. The $472.00 recorded above already includes the VaultLink option, so the module's standalone $183.00 price is not additional - that page is the retrofit route for an existing safe. Console Vault's lock upgrade ladder: barrel key $20, 3-digit $20, 4-digit $35, Elite 4-digit $49, Elite Electronic $99, VaultLink $153. Dropping to the Elite Electronic lock would save $54 but reinstates the quarterly charging; dropping to a barrel key would save $133.

Recorded from the product page:

• Interior 10 in L x 12.5 in W x 10 in H; lid opening 7.4 in L x 10.5 in W.
• Heavy-gauge cold-rolled plate steel, Triple Guard Locking System, spring-assisted door.
• 10-15 minute DIY installation inside the factory console. Lifetime warranty.

A construction caveat worth knowing before buying. Multiple reviewers note that on this application the product is a locking lid rather than a full metal enclosure - it installs by setting the lid into the factory console and driving self-tapping screws into the console sides, so the back and walls remain factory plastic. Console Vault's published reply confirms this: where a console's design does not allow a full enclosure, they build a secure locking lid that integrates with the OEM console, and they position it as deterring smash-and-grab rather than being theft-proof. Judge it on that basis.

TowTector Tier 2 - configuration decides the price

The $374.99 base covers the 78-inch width with side gas exhaust at 90 degrees. Four choices to settle, three of which add cost:

| Choice | Options | Cost | | Vehicle width | 78 in / 96 in | 96 in +$75 | | Exhaust routing | Side gas 90 degrees | included | | | Single gas 45 degrees | +$125 | | | Rear-facing angled down | +$125 | | | Dual rear-facing | +$120 | | Brush height | 14 to 28 in, in 2 in steps | included | | Ball mount tube | 2 in / 2.5 in hitch | included |

Three things to verify on the truck before ordering:

• Receiver size. The kit needs the 2-inch or 2.5-inch tube specified correctly. Measure the factory receiver rather than assuming.
• Exhaust routing. This is the largest price swing, up to $125. The 7.3L gasoline exhaust exit needs identifying; the vendor accepts photo uploads of the rear and rear quarter panel to confirm.
• Width. 78 inches suits an SRW truck; 96 inches is dually territory and adds $75. This truck is SRW.

So the realistic figure is $374.99 if the exhaust exits to the side, or up to $499.99 if it needs the 45-degree or rear-facing arrangement.

It mounts in the receiver, which stays free while towing a fifth-wheel from the bed - the two do not conflict. It does hang weight off the back of the truck; add it to the chapter 10 budget once the shipping weight is known.

Paint protection film - three approaches

These are not straight alternatives; they cover different areas and could be combined.

| Option | Coverage | Price | | Upromax door edge and handle cup set (3M film) | 5 precut door edge guards + 5 handle cup protectors | $29.99 (10-pc set; 5-pc $13.99, 6-pc $17.99) | | VViViD Barricade clear gloss TPU roll | Bulk roll, 17.9 in x 96 in - cut to fit, e.g. the hood leading edge | $47.99 | | InvisibleMask precut kit (VM-30037) | Hood, fenders, mirrors - 18 inch | $138.91 (from $154.34) |

On the InvisibleMask kit. It is listed for a 2024 F-350 Super Duty Lariat; this truck is an XLT. Hood and fender contours are very likely shared across trims, but the mirrors are the risk: this truck has PowerScope trailer tow mirrors (REF-003), which are a different shape from standard mirrors. Confirm the mirror pattern matches before ordering, or order the kit without the mirror sections.

Its film choice also moves the price: ArmorWrap Premium (5-year) at the base $138.91, 3M Scotchgard PRO 200 Series at +5% ($145.86), or ArmorWrap Ultra (lifetime) at +10% ($152.80). Optional installation insurance adds a further 10%. Free U.S. shipping and an install kit apply over $75, so all three qualify.

The Upromax and VViViD options are self-install and cover the cheapest, highest-value areas - door edges, handle cups, and the hood leading edge. The precut kit is the step up to full hood and fender coverage.

Cleaning supplies

The Motorcraft product line is not being used. Ford's own wording is "these products or products of equivalent quality", so nothing here requires their branding.

Two Ford specifications remain worth matching when buying equivalents, because they are the only ones tied to something the truck actually needs: washer fluid to WSS-M14P19-A (already covered as a fluid in chapter 6), and glass cleaner to ESR-M14P5-A. The rest - bug and tar remover, detail wash, wheel and tire cleaner, upholstery cleaner - are ordinary consumables with no Ford-specific requirement.

No leather products needed. The build sheet records Medium Dark Slate cloth seats (REF-003), the selected steering wheel cover is neoprene, and the Covercraft seat covers are spacer mesh. Interior care here is cloth, plastic, screen and glass - no conditioner required.

Further products and prices to be recorded here once chosen.

Diagnostics

For any module work, chapter 8 applies: back up As-Built before changing anything, and log every change.

Edition choice. VIOFO prices the A329S 2CH by edition: Standard from $379.99, Telephoto from $449.99, Waterproof $459.99. The $80 step up from Standard buys weather sealing for the rear camera, which matters on a pickup where the rear unit mounts outside the cab. Channel options also vary: 1CH front only $379.99, 2CH front+rear $459.99, 2CH front+cabin $449.99, 3CH $519.99.

Storage media - decide before ordering. 4K 60fps on two channels consumes card space quickly, and 64 GB is modest for it. Three routes:

• SanDisk Max Endurance microSD - the full ladder:

| Capacity | Price | Source | Per GB | | 32 GB | $35.99 | Amazon | $1.125 | | 64 GB | $43.99 | Amazon | $0.687 | | 128 GB | $89.40 | Amazon | $0.698 | | 256 GB | $112.99 | B&H | $0.441 |

Buy the 256 GB. It is the cheapest per gigabyte by a wide margin, and only $23.59 more than the 128 GB for twice the capacity. The 128 GB is the worst value in the range - marginally worse per gigabyte than the 64 GB - so it can be skipped entirely. A second Amazon seller lists the 128 GB at $78.46, which still does not beat the 256 GB per gigabyte.

• VIOFO's own industrial U3/A2/V30 card, from $39.99, in 64 / 128 / 256 / 512 GB. Its 256 GB price was not captured; worth comparing against the $112.99 before ordering.
• External SSD via the $16.99 cable, which suits sustained 4K far better than any microSD. Note the cable is only part of that cost - the drive is extra - but a modest SSD is likely to beat 256 GB of high-endurance microSD on both capacity and write life.

Only high-endurance or industrial cards are appropriate here; ordinary microSD cards fail quickly under continuous dashcam writes.

Installation note. The hardwire kit taps a fused circuit for parking mode. This truck has upfitter switches and a 250-amp alternator (REF-003), so there is capacity and a sensible tap point - record the circuit used, fuse position, and routing in the electrical atlas when fitted.

Rear load support - options under evaluation

Four candidate systems for supporting pin weight and resisting squat under a fifth-wheel. Ranking is the owner's assessment.

Prices are as quoted by the owner, checked 6 September 2026. Firestone via an Amazon listing (Midwest Aftermarket, 2017-2025 fitment); Pacbrake HP10677-J from the manufacturer directly, also on Amazon, covering F-250/F-350/F-450 2017-2025.

How the prices fall

Three things the spread shows:

• The top two ranked systems are 68 cents apart. Price cannot separate Firestone from Air Lift - decide on kit contents, bracket design, and install effort instead.
• Pacbrake is $187 below both while still being an adjustable air system, which is what earns it the "great value" ranking. If the ranking gap between it and the top two is small in practice, it is the efficient choice.
• Timbren is $107 below Pacbrake. That is the real cost of adjustability: about a hundred dollars, plus a compressor, lines, fittings, and a leak path to maintain.
• The Firestone 2625 undercuts Timbren's nearest air rival by $67 and sits only $40 above Timbren itself - but at 5,000 lb rather than 7,500 lb of support. It is the cheapest way into an adjustable air system, if that capacity is enough.

Pacbrake Alpha XD Pro-S

The HP10677-X-J-S is a tier above the HD Pro ranked third, at $431 more. What the extra buys, per Pacbrake:

• 7,500 lb load levelling capacity, matching the Red Label and Air Lift kits.
• Internal polyurethane bump stop, so the bags can be run at 0 PSI when unloaded and keep factory ride comfort - the closest an air system gets to Timbren's "nothing to manage when empty" behavior, while staying adjustable when loaded.
• Stainless steel throughout: mounting hardware, fittings, Schrader valves, roll plates, and 6 ft braided air lines.
• No compressor. Inflation is through Schrader valves, like the Firestone 2625.

Pricing note: Pacbrake lists this kit at $1,118.31 direct; the etrailer listing is $1,006.47, or $111.84 less.

Fitment conditions to check before ordering:

• Fits F-250/F-350/F-450 Super Duty, 2WD and 4WD, SRW and DRW, 2017-2026. Will not fit Chassis Cab - not an issue here.
• Will not fit where the distance from the top of the rear axle to the bottom of the frame at the jounce bumper mounting point exceeds 12 inches. Measure this before ordering.
• ALPHA XD kits are not compatible with Pacbrake's 2/4/6-inch air spring spacers, or with their 5-inch rear block kits.

Pacbrake states the capacity figure with its own caveat - never exceed the manufacturer's recommended Gross Vehicle Weight Rating - which is the same point made above: these kits level a load, they do not raise it.

Firestone 2625 is not the Red Label

Part 2625 is the standard Firestone Ride-Rite (Airide) kit, and it is a different product from the Red Label ranked first, not a cheaper price for the same thing:

So the $254 difference buys 2,500 lb of additional support capacity. Listing details for 2625, worth carrying either way:

• Fits 2017-2026 F-250/F-350 4WD, single and dual rear wheel.
• In-bed hitch compatible - relevant given the factory gooseneck hitch kit and fifth-wheel prep.
• Includes brackets, air springs, hardware, air line, and separate valves for manual inflation - there is no compressor in the box.
• 5-100 PSI; maximum lifting height 2 inches. Requires spacers on lifted trucks, which does not apply here.

The same listing shows a Firestone Airide 2716 Red Label kit as a related product; if the Red Label route is taken, verify that part number against this truck before ordering.

Onboard air compressor: Deferred. Decision postponed - the kits are being compared without one.

This does not distort the comparison, because none of the kits listed above includes a compressor. Firestone 2625, Pacbrake HD Pro, and Pacbrake XD Pro-S all inflate through Schrader valves, like a tire, and Timbren has no air system at all. Every air kit here is compressor-ready later, so adding one is a separate purchase against whichever kit is chosen rather than a factor in choosing it.

For reference when the question comes back: Amazon pairs the 2625 with an Air Lift WirelessONE onboard system at $551.99 - more than the cheapest kit on the list, so it is a real second decision, not an accessory.

With the compressor deferred and no kit including one, the sticker prices above are directly comparable. What still separates them is support capacity, unloaded ride behavior, hardware quality, and install effort.

The trade-off is maintenance surface against adjustability. The three air systems are adjustable on the fly and level a varying load precisely, but add a compressor, air lines, fittings, and a leak path. Timbren has no air system at all - nothing to fail, nothing to plumb - but the rate is fixed and it does less when the truck is empty.

None of these raise payload. Every option here supports and levels a load; none increases GVWR, GAWR, or the cargo weight rating. The ceiling worked out in chapter 10 is unchanged by fitting any of them, and the door label remains the legal limit. Buy them for ride quality and load control, not for capacity.

Points to settle before choosing:

• Interaction with the snowplow prep / camper package. That option changes the spring rates this truck left the factory with; confirm compatibility with whichever system is chosen.
• Onboard air - Deferred. Not being decided now. No kit under consideration ships with a compressor, so it can be added later to whichever is chosen; the wiring will belong in chapter 7 when it happens.
• Gooseneck and fifth-wheel hardware clearance at the frame rails.

Record the decision and the reasoning in the accessory log once made.

Timbren - suspension and brake enhancement

Vendor fitment search for this truck (2024 F-350 Super Duty, 4WD, XLT): https://timbren.com/search?Year/2024/Make/Ford/Model/F350-Super-Duty/Drive-Wheel/4WD/More-Info/XLT

Ten products list for this configuration. Prices are USD as listed on 6 September 2026 and will drift - reconfirm before ordering.

Suspension Enhancement System (SES)

Rubber progressive-rate helper springs. Relevant to the fifth-wheel use case: they resist squat and sway under pin weight.

The two rear kits are the same price; the severe-service variant is the heavier-duty option and the one to evaluate first for sustained fifth-wheel towing.

A helper spring does not raise payload. SES kits support and level a load - they do not increase GVWR, GAWR, or the cargo weight rating. The payload ceiling in chapter 10 is unchanged by fitting one, and the truck's door label remains the legal limit.

Spacer kits (lifted trucks only)

Needed only if the truck is lifted. This truck is at factory ride height, so none of these apply unless that changes.

Brake Enhancement System (BES)

Brake work bears on the service history in chapter 14: brakes were checked at six separate dealer visits between 10,914 and 35,930 miles. Establish the current pad and rotor condition before deciding between pads alone and the full front kit.

Before ordering any of these, confirm fitment against the truck's actual configuration - Timbren's fitment filter does not know about the FX4 package, the snowplow/camper package front springs, or the 11,900 lb GVWR package.

Wheel and tire changes

The truck runs LT275/70R18E BSW all-terrain from the factory (REF-003). The Michelin Defender LTX M/S2 selected above is LT275/70R18E - the same size and load range - so the loading math in chapter 10 is unaffected and neither follow-up step below is triggered.

The steps remain here in case a future tire choice does change size (REF-010):

• Speedometer recalibration. The PCM may need recalibrating through Ford diagnostic software - see chapter 8 and log the change there.
• TPMS sensor wake-up, so the sensors transmit current pressures. Ford specifies special service tool 204-D081A (204-D081), starting at the left front valve stem with the ignition on.

Accessory installation record

For each installed item, capture manufacturer, part number, vendor, date, cost, photos, torque/wiring instructions, installation notes, warranty, and removal process.

See logs/accessory-log.md for the running record.

OEM fifth-wheel hitch guidance

• The Ford OEM fifth-wheel hitch reference supports use with an 8-foot pickup bed, matching the project-recorded truck configuration.
• Before working between truck and trailer: park transmission, apply parking brake, chock both sides of trailer wheels, and support landing gear. Keep body parts out from between truck and trailer whenever practical.
• Maximum allowable trailer weight is controlled by the lowest-rated component among truck, hitch, trailer, and related equipment. Gross trailer weight includes cargo and consumables.

Hitching and backing checklist

Loading data for this configuration

These are the truck's own figures, not estimates. Taken from the door jamb labels (REF-023, REF-024) and a CAT scale ticket, both recorded 8 September 2026.

As-weighed, empty

CAT Scale ticket 1132726251630, 8 September 2026, Love's Country Stores, I-70 Exit 45, Greenville IL. Truck only, no trailer.

The two payload figures differ by 134 lb, and the truck is the lighter one. GVWR less the weighed gross gives 4,700 lb; the label says 4,566 lb.

Stated as what the numbers show rather than as an account of Ford's internal method: the label payload implies a reference vehicle weight of 7,334 lb (11,900 - 4,566). This truck weighed 7,200 lb with a full tank - about 134 lb less. Manufacturers do not publish the intermediate calculation, so the gap is an observation about this vehicle against the certified figure, not a derivation of how the figure was reached.

Work to 4,566 lb. It is Ford's certified figure, it is the more conservative of the two, and the 134 lb is a margin rather than capacity worth spending. The hard legal limits are GVWR (11,900 lb) and the two GAWRs; the label payload is derived from them.

This does not change the maximum pin weight. Pin is governed by rear GAWR at ~3,625 lb, and payload does not bind until well past that - 3,805 lb on the label figure, 3,939 lb on the scale-derived one. Either way the rear axle runs out first.

The ticket is internally consistent: 4,120 + 3,080 = 7,200 lb, matching the printed certified gross.

Reweigh loaded, and with the trailer attached, before relying on either.

Maximum pin weight

~3,625 lb in the working case below - plan on 3,600 lb. The derivation is set out in full under where the rear-axle figure comes from - in short, 4,150 lb of spare rear-axle capacity less 521 lb taken by the hitch, bed cargo and the occupants' rearward share.

Two limits apply at once, and whichever is lower governs:

• Payload - 4,566 lb covers everything added to the truck: hitch, occupants, cargo, and pin weight.
• Rear GAWR - 7,230 lb, against 3,080 lb as weighed empty. A fifth-wheel pin sits over or just ahead of the rear axle, so essentially all of it lands on that axle, as does the hitch and anything in the bed.

Every row below the second is an estimate, and the tilde marks it. Only the first two rows follow from measurement alone - they need no assumption about where weight sits. The rest depend on estimated rear-axle shares: hitch and bed cargo 100%, front-seat occupants 40%, rear-seat occupants 60%, cab cargo 50%. Those splits are physically reasonable but they are not measured, and they could plausibly be 35/65 or 45/55 depending on seat position and geometry. Figures are rounded to 25 lb to avoid implying precision the method does not have.

Bed cargo at 100% is itself an approximation. Weight ahead of the rear axle transfers less than 100% to it; weight behind the axle - a tailgate-mounted generator, an aft toolbox - can transfer more than its own weight while unloading the front. Where in the bed a load sits changes the answer.

A loaded CAT ticket replaces all of this. Weigh the truck with the hitch fitted and the people and gear actually carried, then again with the trailer coupled. Measured axle loads remove the need for any assumption about distribution.

Where the rear-axle figure comes from

Set out step by step, because 4,150 lb and ~3,625 lb are both correct numbers describing different things, and the two are easy to conflate. The first three rows are measured or rated; the occupant share is estimated, which is why the result carries a tilde everywhere it is quoted as a headline.

4,150 lb is the spare capacity on the rear axle. ~3,625 lb is what is left of it for the pin, once the hitch, the bed cargo and the occupants' share have taken theirs. Quoting 4,150 lb as the pin limit double-counts that capacity.

The intermediate figure - a 3,601 lb rear axle with hitch, people and cargo aboard but no trailer - is calculated, not measured. The CAT ticket records the truck empty; no scale reading of that loaded state exists yet.

Two refinements, both in the truck's favor and both deliberately left out:

• A fifth-wheel pin mounted slightly ahead of the rear axle sends a small fraction of its weight to the front axle rather than the rear, so treating it as 100% rear is conservative.
• The occupant split is an estimate. At 400 lb it moves the answer by only about 20 lb across any plausible assumption.

A loaded CAT ticket supersedes all of this. Weigh the rig hitched, with people, fuel and gear aboard, and use the measured rear axle figure instead.

Working case

The planning assumption for this truck is 400 lb of people and 200 lb of cargo, which gives an estimated maximum pin weight of ~3,625 lb - plan on 3,600 lb.

At that load the truck grosses 11,590 lb of its 11,900 lb GVWR, with the front axle at 4,120 of 5,990 lb.

The figure is not sensitive to how the occupants sit: varying their split between axles from 35% to 45% rearward moves the answer only between about 3,610 and 3,650 lb. Bed cargo matters more - every pound in the bed comes straight off the pin allowance, since both land on the rear axle.

The first row is the ratings alone. With nothing aboard - no hitch, no occupants, no cargo - the rear axle has 4,150 lb spare against 4,566 lb of payload, so the rear axle governs from the outset. That row is theoretical rather than usable, since a fifth wheel cannot be towed without a hitch; every row below it is the same calculation with real weight added. The rear axle governs in every case.

The rear axle is the binding limit in most of the range, not payload. Payload only takes over once the cab is full, because occupants sit largely forward of the rear axle and so consume payload faster than they consume rear-axle capacity. An earlier version of this chapter compared payload remaining against total rear-axle margin and concluded payload governs; that was wrong, because the rear margin must also absorb the hitch, the bed cargo and part of the occupants before any pin weight is added.

The front axle is not a constraint: it carries 4,120 lb against a 5,990 lb rating, and a fifth-wheel pin slightly unloads the front rather than adding to it.

The hitch is not a constraint either - the B&W Companion is rated 25,000 lb gross tow and 6,250 lb vertical load, well above anything the truck can carry.

GCWR is not yet known and could bind before either figure above on a long grade; source it from the Workshop Manual or Ford's towing guide.

Candidate trailers are shortlisted in chapter 15; screen each on pin weight against the figures above.

Verify by weighing, not by arithmetic. The occupant split between axles above is an estimate. Weigh the truck loaded and coupled, and measure actual pin weight with the Sherline scale - a fifth wheel's pin can run well above the nominal 20-25% depending on how the trailer is loaded.

The earlier estimate was low. Working from the Camper Loading Guide, this chapter previously put payload at roughly 3,900-4,050 lb. The real figure is 4,566 lb - about 600 lb higher. The cause is identifiable: that estimate assumed the guide's 5,200 lb front GAWR block, and this truck is actually a 5,990 lb front GAWR truck, almost certainly because of the snowplow prep / camper package. The possibility was flagged at the time; the door label settles it.

Measure actual pin weight with the Sherline scale rather than relying on the 20-25% assumption.

Reading the table

• The rear axle governs in eleven of the twelve rows. Only a full five-occupant cab tips it to payload, and only by 64 lb.
• Bed weight is the expensive kind. Every pound in the bed costs a pound of pin, one for one, where cab weight costs a fraction of itself.
• Cab weight is cheaper. 400 lb of front-seat occupants costs only 160 lb of pin, because most of their weight sits forward of the rear axle. Compare the two 961 lb rows: four occupants leave 3,589 lb of pin, while two occupants plus 400 lb of bed cargo leave 3,429 lb - 160 lb worse for identical total weight.
• Rear-seat passengers cost more than front-seat ones, sitting closer to the axle at roughly 60% versus 40%.
• Where the load sits matters as much as how much it weighs. 500 lb of bed cargo costs 500 lb of pin; the same 500 lb carried in the cab costs roughly half that. What that converts to in trailer capacity depends on the trailer's own pin percentage - at 25% it is about 2,000 lb of trailer, at 20% about 2,500 lb - so the conversion is a rule of thumb, not a fixed exchange rate.

The first row is the ratings alone. With nothing aboard - no hitch, no occupants, no cargo - the rear axle has 4,150 lb spare against 4,566 lb of payload, so the rear axle governs from the outset. That row is theoretical rather than usable, since a fifth wheel cannot be towed without a hitch; every row below it is the same calculation with real weight added. The rear axle governs in every case.

The rear axle is the binding limit in most of the range, not payload. Payload only takes over once the cab is full, because occupants sit largely forward of the rear axle and so consume payload faster than they consume rear-axle capacity. An earlier version of this chapter compared payload remaining against total rear-axle margin and concluded payload governs; that was wrong, because the rear margin must also absorb the hitch, the bed cargo and part of the occupants before any pin weight is added.

The front axle is not a constraint: it carries 4,120 lb against a 5,990 lb rating, and a fifth-wheel pin slightly unloads the front rather than adding to it.

The hitch is not a constraint either - the B&W Companion is rated 25,000 lb gross tow and 6,250 lb vertical load, well above anything the truck can carry.

GCWR is not yet known and could bind before either figure above on a long grade; source it from the Workshop Manual or Ford's towing guide.

Candidate trailers are shortlisted in chapter 15; screen each on pin weight against the figures above.

Verify by weighing, not by arithmetic. The occupant split between axles above is an estimate. Weigh the truck loaded and coupled, and measure actual pin weight with the Sherline scale - a fifth wheel's pin can run well above the nominal 20-25% depending on how the trailer is loaded.

The earlier estimate was low. Working from the Camper Loading Guide, this chapter previously put payload at roughly 3,900-4,050 lb. The real figure is 4,566 lb - about 600 lb higher. The cause is identifiable: that estimate assumed the guide's 5,200 lb front GAWR block, and this truck is actually a 5,990 lb front GAWR truck, almost certainly because of the snowplow prep / camper package. The possibility was flagged at the time; the door label settles it.

Measure actual pin weight with the Sherline scale rather than relying on the 20-25% assumption.

Front-mounted motorcycle carrier - archived

Not being pursued. Archived 9 September 2026. The analysis is kept because the numbers are sound and the question may come back - if it does, this is the starting point rather than a fresh calculation.

The idea: carry a scooter on a front hitch receiver, so the fifth-wheel search is not restricted to toy haulers.

Carrier breakdown: aluminum track 28-32 lb, steel receiver assembly 15-18 lb, steel wheel chock 7-9 lb, aluminum ramp 7-9 lb, hardware 1-2 lb.

What it does to the axle loads

A front-mounted load is a cantilever ahead of the front axle, so it does not behave like cargo in the bed. It adds more than its own weight to the front axle, and lifts weight off the rear.

Taking the moment about the rear axle, with a 176-inch wheelbase:

The front axle is comfortable - about 4,600 lb against a 5,990 lb GAWR, leaving roughly 1,400 lb of margin. Front axle capacity is not the problem.

What it does to pin weight

With the carrier fitted, and the working case of 400 lb people plus 200 lb cargo:

The governing constraint flips. Without the carrier the rear axle binds at ~3,625 lb; with it, payload binds at 3,418 lb, because the 387 lb counts fully against the 4,566 lb payload while the cantilever reduces rear-axle load.

Net cost to pin weight: about 211 lb, not 387 lb - the rear-axle unloading gives roughly 176 lb back. At a 25% pin ratio that is a 13,700 lb trailer rather than 14,500 lb: roughly 800 lb of trailer given up to carry the scooter.

Points to verify

Assessment as archived

The weight case held up. The front axle had ample margin at roughly 4,600 of 5,990 lb, the rear axle was helped rather than hurt, and the real cost was 211 lb of pin allowance - around 800 lb of trailer at a typical pin ratio.

Nothing in the numbers ruled it out. It was set aside as a direction, not rejected on weight - and the one specification that had been outstanding is now confirmed: the front receiver is rated 1,000 lb, against roughly 340 lb of carrier and scooter, so it runs at about a third of its capacity.

No open technical questions remain on this idea. Payload governs the towing consequence, at ~3,420 lb of pin rather than ~3,625 lb, and that is a trade rather than an obstacle. If it is revived, the only items left are practical: ground clearance on loading, headlight and plate obstruction, radiator airflow on hot days, and state overhang rules.

Payload and loading

• Ford's Camper Loading Guide remains relevant even when towing: factory options, front/rear axle loading, center of gravity, payload labels, and actual scale weights govern safe loading.
• Obtain CAT-scale records with truck-only and loaded trailer configurations; retain individual axle weights and compare with door-label ratings.

See logs/scale-weights.md for recorded weigh tickets.

Placeholder symptom index

Design library

• Preferred materials for interior vehicle parts: PETG, ASA, or ABS rather than PLA because of heat exposure.
• Candidate projects: center-console organizer/divider, under-seat modular bins, fuse kit, trailer-adapter holder, recovery-gear organizer, compressor organizer, hitch-pin rack, and bed tool clips.
• Document each design with project ID, material, printer settings, hardware, STL/CAD filename, revision notes, fitment, and installation photos.

Design record template

Holdings

The two VIN-specific records - the window sticker and the CARFAX - are committed to references/. Everything else is a Ford publication, held locally in imports/truck-f350/ (gitignored) rather than committed, since redistributing Ford's copyrighted manuals is not ours to do. This chapter is the authoritative catalog either way.

Status legend: In repo = committed under references/. Held = present locally in imports/, not committed. Catalogued only = referenced but no copy retained.

Source library

Accessory and kit documentation

Added with the September 2026 import. These were not in the Edition 1.0 catalog.

Future source intake

Add the Ford Workshop Manual and wiring excerpts as sourced material becomes available. Record publication date, section, vehicle applicability, and any superseding publication.

Still missing after the September 2026 import: the Ford Workshop Manual (the single largest gap - see Appendix A), the original dealer advertisement (REF-004), and Motorcraft parts documentation for chapter 3.

Documents that do not apply to this truck

Three held documents cover other vehicles or configurations. They are retained for reference but must not be used as specifications for this VIN:

Obtained: the Ford repair documentation from the reacquisition period is held by the owner as REF-026 and records both cited defects as repaired - add a scan to references/ to complete the record. Still worth pulling: any Field Service Action or recall history by VIN.

Source: CARFAX Vehicle History Report (REF-022), run 2026-09-05, reference 20262471852110.

Headline findings

This truck is a Ford manufacturer buyback. On 2026-07-01 Ford Motor Company reacquired the vehicle "pursuant to applicable state consumer warranty laws or to promote customer satisfaction." It was retitled to the manufacturer in Michigan, sold at auction on 2026-08-25 with the buyback disclosed, and bought by the current owner on 2026-09-08. The title carries a manufacturer buyback brand; that is permanent and unaffected by the repairs below.

The two cited defects were repaired by Ford. The reasons Ford gave for the reacquisition were:

1. The passenger-side window did not operate correctly.
2. The Cross Traffic / Blind Spot sensors did not operate correctly.

Ford repair documentation held by the owner (REF-026) records both as repaired. This supersedes the earlier reading of this chapter, which noted only that CARFAX showed no corresponding repair - the CARFAX record ends at a lamp assembly on 2026-08-10 and does not reflect the manufacturer's own repair work during the reacquisition period. Manufacturer repairs on a reacquired vehicle are frequently absent from CARFAX.

Status summary

Warranty position

The window sticker (REF-003) recorded 3 yr/36,000 mi bumper-to-bumper and 5 yr/60,000 mi powertrain from an in-service date of roughly 2024-04-30.

Confirm remaining coverage with Ford by VIN. Buyback vehicles can carry different terms, and some states require a separate warranty on a reacquired vehicle.

Ownership and title timeline

Dealer discrepancy - resolved

The conflict flagged in chapter 1 is explained. Both dealers are genuine and sequential:

• Friendship Ford, Bristol, Tennessee - original selling dealer on the window sticker (2024).
• Northside Ford Lincoln, Effingham, Illinois - current listing dealer following the 2026 buyback and auction.

Service history

Fifteen dealer service records. Complete history in logs/service-log.md; summary of servicing dealers:

Patterns worth noting:

• Repeated brake and alignment attention. Brakes checked at 10,914 / 11,108 / 20,571 / 21,321 / 23,725 / 35,930 mi; alignment performed at 17,704, 20,571, and 21,321 mi. Front wheel bearing(s)/hub(s) replaced at 11,108 mi.
• Repeated battery/charging system checks at 10,914 / 20,571 / 21,321 / 23,725 / 35,930 mi.
• Electrical investigation late in life - electrical system checked at 35,930 and 36,971 mi, outside mirror replaced/repaired and steering wheel centered at 35,930 mi. These immediately precede the buyback and are plausibly related to the cited defects.

Verification list

Purchased 8 September 2026. Ford's repair paperwork (REF-026) records both cited defects as repaired, so items 1 and 2 are confirmation of work already done rather than fault-finding. The rest still stand:

1. Passenger-side window - full up/down cycle from both door and driver master switch.
2. BLIS and Cross Traffic Alert - confirm operation, including trailer-tow BLIS coverage. This matters directly for the fifth-wheel use case in chapter 10.
3. Pull all module DTCs and check for stored history relating to the sensor faults.
4. Obtain the Ford repair orders from the buyback period - done, held as REF-026. Scan them into references/ to complete the record.
5. Confirm the title's brand and disclosure language as issued.
6. Confirm remaining powertrain coverage and any state-mandated buyback warranty, by VIN.
7. Verify no open recalls or Field Service Actions at time of sale.

Shortlist of fifth wheels under consideration, and the screening arithmetic that decides whether the truck can pull them.

Requirement

Garage type is a data point, not a requirement (owner, 14 September 2026). Each candidate records whether its garage is enclosed (a wall and door separating it from the living area) or shared (open to the living area), so the layouts can be compared. Neither type rules a trailer in or out.

The garage has to carry two bikes: a Yamaha Zuma 125 (~282 lb wet) and a large motorcycle, chocked with the Condor SCC-4000 and SC-2000 respectively (chapter 9). That sets a floor on garage length and on cargo carrying capacity - record the large motorcycle's weight and length here once known.

A garage of some kind is needed because the front-mounted motorcycle carrier was archived on 9 September 2026. That proposal would have removed the need for a garage entirely; without it, the scooter travels in the trailer.

What this truck can pull

From chapter 10, on the truck's measured figures:

Screen every candidate on pin weight, not on length. Toy haulers carry a high pin percentage - the garage is behind the axles but the living space and tanks are ahead of them, and a loaded garage shifts weight rearward in a way that varies with how it is packed. A 15-20 ft garage on a 32-36 ft box puts most of these candidates at the heavy end of their class. Obtain each model's GVWR and dry pin weight from the manufacturer brochure, then check loaded pin against ~3,625 lb.

Shortlist

Verified against manufacturer pages and floorplans on 11 September 2026; model year shown where the source states it. Pin share that would reach the limit at full GVWR (formerly "Max pin %") is the pin ratio at which a trailer loaded to its GVWR would exactly reach this truck's ~3,625 lb pin ceiling - above that ratio, the rear axle is over its rating. Garage distinguishes an enclosed garage (wall and door) from a shared one, where dinettes, beds or a fireplace sit in the garage and it opens straight into the kitchen.

Sorted by GVWR ascending, which is also the order of decreasing margin against this truck.

Corrections made on 11 September 2026

A research summary proposed several corrections. Each was checked against the manufacturer; the outcome for each:

The Triton 3351 stayed on the list rather than being removed on the strength of that conflation. It was later verified against the Dutchmen brochure and rejected by the owner on 14 September 2026 for failing on weight.

The Sandstorm 2710 and Nightfall 270N - two different campers

Correction, 14 September 2026: the owner confirmed these are two different campers. The chapter had treated them as one trailer under two badges, and that was wrong.

What the published figures show: Forest River's pages for the 2027 Sandstorm 2710 and 2027 Nightfall 270N list the same hitch weight, GVWR, UVW, CCC, length, height, width and tank capacities, and both have shared garages. Matching specification sheets do not make them the same trailer, though. The garage lengths are already recorded differently (16 ft for the Nightfall, 15 ft 7 in for the Sandstorm), and layout, furnishings and equipment can differ. Evaluate each on its own floorplan and a unit's label.

The Sandstorm 2710 was rejected by the owner on 14 September 2026: too expensive. The Nightfall 270N stays on the shortlist.

Rogue SUT 323SUT floorplan - verified

This was checked against Forest River's 2026 floorplan on 11 September 2026:

• The garage is enclosed. A wall runs across the trailer, and a hinged door leads from the garage into the kitchen. That wall carries gear storage and a TV mount on the garage side and the pantry on the kitchen side.
• The garage is advertised at 11 ft, but the clear floor looks nearer 8½ ft. On the drawing, the 11 ft arrow runs from the rear wall past the gear-storage wall to about the pantry. The gray garage floor covers only about three-quarters of that span, roughly 8½ ft at the arrow's own scale. The KZ's 10 ft arrow, by contrast, spans exactly its garage floor. Floorplans are not to scale, so this is an estimate, but the "11 ft" garage may have less clear floor than the KZ's 10 ft. Measure it on a real unit before relying on either figure.
• The garage is furnished. It has two flip-up sofas, one along each side wall, and a free-standing table. The sofas fold up against the walls and the table comes out, which clears the floor for bikes.
• Forest River publishes neither the ramp door size nor the tie-down rating. The KZ's figures are 88 x 91 in.
• Everything else matches what is recorded: 2,090 lb hitch, 14,090 lb GVWR, 9,613 lb UVW, 4,477 lb cargo capacity, 96 gal fresh water, and a 30 gal fuel station with generator prep. The spec table gives 34 ft 10 in and the description says 34 ft 11 in overall.

It compares with the other two verified enclosed garages like this:

The Rogue gives nearly 800 lb more cargo capacity and is available new. The KZ gives about 775 lb more pin margin and, going by the drawings, probably more clear garage floor. A tape measure on each settles the second point. The Wolf Pack has by far the longest clear garage, about 12 ft, but it is 40 ft 7 in long, carries the least cargo of the three, and is used-only.

How they screen against the truck

Pin weight ceiling ~3,625 lb, from chapter 10.

The corrected Rogue SUT figures change the picture. At 15,090 lb it needed pin under 24%; at the verified 14,090 lb it fits to a full 25%. It is verified enclosed and comfortable at 25% pin. The KZ Sportster 311TH10 (10 ft garage), verified later the same day, is the only other verified enclosed garage that fits at 25%; it has more margin but went out of production after 2023, so it is a used-market search. The Rogue's trade is the smallest garage on the list at 11 ft, which has to be checked against the two bikes.

The current favorite is the 2025 Rogue SUT 323SUT, which has an enclosed garage. The Nightfall 270NF (the previous favorite) and the XLR Boost 286B (a former co-favorite) both have 16 ft shared garages. Garage type is a data point, not a requirement, so this does not count against them. In return for the open layout, they offer the longest verified garage floors that fit the truck at 25% pin.

Rejected 14 September 2026. The 2018 Triton 3351 failed on weight. Dutchmen's brochure gives a 16,800 lb GVWR, so the pin would have to stay below 21.6% at full load. Its own dry pin ratio is 24.6% (2,750 lb on an 11,200 lb trailer), which puts about 4,125 lb on the hitch at GVWR, roughly 500 lb over the ceiling. Its combined weight at GVWR would reach 28,700 lb.

Do not eliminate a trailer on calculated pin percentage alone. Loaded pin is not a fixed fraction of loaded weight. On a toy hauler it moves several hundred pounds depending on where cargo sits - garage load behind the axles reduces pin, forward tanks and storage increase it. These percentages rank candidates and flag which need care; a CAT scale ticket with the rig loaded settles it.

GCWR is a conditional caution, not a demonstrated constraint. The truck's configuration is fully known - 7.3L gasoline V8, 4.30 electronic-locking axle, SRW crew cab 4x4, 176 in wheelbase (REF-003) - but its GCWR has not yet been sourced. Combined weight with each trailer at its GVWR runs from 23,745 lb (Micro Boost, the lightest remaining after the Cherokee was rejected) to 26,899 lb (Stealth SA3019G, the heaviest remaining after the Triton was rejected).

Candidates proposed 11 September 2026 - screened, not verified

A revised comparison table proposed twenty models. The figures below are as proposed and not yet verified; they are screened here because several fail by margins no plausible correction could close. Ceiling ~3,625 lb pin.

Where the proposal contradicts verified figures, the verified shortlist above stands. Four rows disagree with the very Forest River pages they cite:

The Nightfall 270NF row agrees with the verified figures; its dry pin, shown as unknown, is 2,165 lb.

Ruled out by the truck

The Momentum line is built for a heavier truck. At 22,500-23,500 lb GVWR the combined weight with this truck would reach 34,400-35,400 lb - diesel dually territory, well beyond any gasoline F-350. Four of these trailers would put the truck over its rear axle rating before anything is loaded into them. Nothing about their length, garage or layout needs examining.

Marginal

Verified 11 September 2026

The three that fit on the proposed figures were checked. All three are discontinued, and the proposed figures were partly wrong for each. KZ's own pages loaded, so the KZ figures are the manufacturer's. Forest River's site refused every request, so the Nitro and Wolf Pack figures come from RVGuide and dealer listings, which agree with each other but are not manufacturer-confirmed.

What changed:

• KZ 311TH10 - better than proposed. The proposed 12,995 lb GVWR and 2,180 lb pin appear on none of KZ's pages; the earlier note (12,500 lb, 3,690 lb CCC) was right. It is the lightest enclosed-garage trailer found so far, with the most margin - loaded to GVWR it should sit around 2,300 lb of pin, over 1,300 lb under the ceiling. 2020 units are rated only 11,000 lb, so avoid that year. The floorplan settles the garage: 10 ft from the screen door to the front wall, an 88 x 91 in ramp door, and a wall with a hinged door between the garage and the kitchen. Options that matter: a 60 x 84 in power bed over the garage, which reduces headroom when it is lowered, and a 30 gal fuel station, which adds about 185 lb of gasoline when full. KZ's 2023 spec table, confirmed by the owner the same day, adds three details:
  • Dry axle weight is 7,210 lb. The dry pin is therefore 18.2% of UVW, the basis of the ~2,275 lb estimate.
  • The 34 ft length runs from the rear bumper to the center of the coupler. It is not overall length, so the trailer is slightly longer overall.
  • Exterior height is 12 ft 7 in with the A/C. The weights are rolling averages for the model, so read the unit's own label before buying.
• XLR Nitro 321 - moves to marginal. It is 1 ft longer, has a 1 ft longer garage and is rated 2,590 lb heavier than proposed. At 16,585 lb it is in the same position as the Triton: workable only well under GVWR.
  • The weights are manufacturer-confirmed. The 2023 XLR Nitro brochure, supplied by the owner, lists a 2,585 lb hitch, 12,234 lb UVW, 4,351 lb CCC (16,585 lb GVWR), 37 ft 10 in length, 13 ft 4 in height and 102/71/82 gal tanks. The proposed 36 ft 10 in matches the 2020 model year, per RVUSA.
  • The floorplan was read from a dealer copy of Forest River's 2023-2024 drawing (RVingPlanet); the brochure's floorplan is too low-resolution to read. The garage is 11 ft long and 93 in wide inside, with opposing gaucho sofas, removable tables and an electric queen bed above. The rear opening is marked 80.5 in, probably the ramp door width, which would make it the narrowest of the four. The partition sits where the 11 ft arrow ends, so that figure is clear floor.
  • The garage is enclosed, going by Forest River's "11' Separated Garage" and the partition on the plan. The brochure lists 72 in solid passage doors as standard. The drawing is too small to show the door's type.
  • The garage doubles as a hallway. One of the two entry doors opens into the front of the garage, next to the half bath, and the brochure lists a panoramic screen and a Gear Guardian garage camera. The front ~3 ft has to stay clear as a walkway to the entry door and bath, which leaves roughly 8 ft for the bikes. That is less than the KZ's 10 ft and about the same as the Rogue's, and this trailer is heavier and longer than both.
  • Other features: a 30 gal fuel station, 5,000 lb tie-downs, and an optional 5.5 kW Yamaha generator.
• Wolf Pack 315PACK12 - confirmed for 2023-2024. The proposed figures match those years exactly. It fits on weight, but it is 5 ft 7 in over the 35 ft preference and has the least cargo capacity of the three.
  • The garage is enclosed. This comes from the 2021 Forest River floorplan on a dealer listing. Forest River's own page for this discontinued model is gone. The feature text calls it a "12' Separate Garage". An interior photo, confirmed by the owner, shows a solid wall with a sliding glass door between the kitchen and the garage, with cabinets above. The door slides rather than swings, so it takes no floor space on either side. RVGuide also lists a soft cargo wall as standard for 2024. That is the screen/tent wall that encloses the rear opening when the ramp door is down in patio mode (confirmed by the owner). It is not a substitute for the solid interior wall.
  • The garage measures 12 ft by 97.5 in. The 12 ft arrow spans the garage floor itself, like the KZ's and unlike the Rogue's, so this appears to be real clear length.
  • The garage is furnished with a HappiJac bed lift and a folding dinette table with side sofas. The wall carries overhead cabinets and washer/dryer prep.
  • The ramp door is 96 x 96 in. The 2019 floorplan on a Kunes RV listing labels it clearly. That door is 8 in wider than the KZ's 88 in.
  • The same 2019 plan has the same layout: a 12 ft garage, HappiJac power beds over the sofas, a removable dinette table, and a partition carrying overhead cabinets, washer/dryer prep and a TV mount. The listing's 2019 figures (14,036 lb GVWR, 10,762 lb dry, 100 gal fresh water) match the 2020-2022 row, so 2019-2022 is one specification.
  • Other features: a 30 gal fuel station, two entry doors and an outside kitchen.
  • The 2023-2024 trailer is 16 in longer than the 2021, so its layout may differ slightly.

The enclosed-garage candidates that fit the truck all have 10-12 ft garages. Every model offering a 15 ft or longer enclosed garage in this proposal is either marginal on weight or ruled out. The pattern holds across a much wider field: the long garages that fit this truck are shared, and the enclosed ones that fit are short.

Ten further candidates proposed 11 September 2026 - researched

Ten more models were proposed. None is sold under that name for 2026 or 2027. Seven are discontinued, one was renamed, and only the Seismic 359 and Valor 36V11 are current. Current models were checked against the manufacturer's 2027 page. Discontinued models no longer have one, so their figures come from third-party spec databases (RVGuide) or dealer listings, marked 3P.

Pin at GVWR (est.) scales the dry pin share of dry weight up to GVWR. It is a rough screen: loading the garage, behind the axles, pulls pin weight down, while loading the front storage pushes it up. Ceiling ~3,625 lb.

Verdict:

• Only the Valor All-Access models fit on weight, with about 400-500 lb of margin, and their garages are shared, not enclosed. They are comparable to the Nightfall and 286B, with a shorter garage.
• The Cyclone 3110 and Spartan 3210 sit at the ceiling. Both have enclosed 10 ft garages, are more than 35 ft long and are about ten years old. The Cyclone can carry only 1,865 lb of cargo, which is less than two bikes plus water and gear.
• The rest are ruled out. They are longer than 38 ft and would load past the rear axle rating well before reaching GVWR. The Seismic 4113 is over it empty.

The same pattern appears here. No towable trailer in this list has an enclosed garage longer than 10 ft.

Alternatives the research turned up, which are not screened here: the Keystone Raptor 352 (2027, hitch 3,475 lb, over the ceiling on a normal load) and the Heartland Cyclone 3511 (2027, 17,800 lb GVWR, hitch 2,960 lb, 41 ft 2 in). Neither changes the picture.

Weight is one axis of three

The shortlist balances two things that pull against each other, and records a third alongside them:

• overall length, ideally at or under 35 ft;
• payload margin against this truck;
• garage type, enclosed or shared, which is recorded for comparison but is not a requirement.

Of the verified enclosed garages, only the Rogue SUT (11 ft) and the discontinued KZ Sportster 311TH10 (10 ft) fit to 25% pin, and they have the smallest garages on the list. The current favorite is the enclosed-garage Rogue SUT; the Nightfall 270NF and XLR Boost 286B have shared garages and longer garage floors. Weight margin ranks candidates; it does not decide between them on its own - fresh water capacity, cargo carrying capacity, garage dimensions and layout all carry weight in the decision and are not yet recorded here.

XLR Micro Boost 301LRLE floorplan - verified

This is the 2021 floorplan and specifications from a Krenek RV Center listing (stock #4104, Coloma, MI; new 2021 unit, sale pending, $34,992 against $50,180 retail), supplied by the owner on 14 September 2026. The figures match the Forest River spec sheet in the shortlist: 1,645 lb hitch, 7,938 lb dry, 3,907 lb CCC, 32 ft 6 in.

• The garage is shared, and it is effectively the whole living area. The 17 ft (204 in) dimension runs from the rear ramp to the bathroom wall. Sofas, optional Euro chairs and the kitchen all sit inside it, and no wall or door separates any of them. The bedroom and bathroom are the only closed rooms.
• The garage is 96 in wide at the rear and 66 in wide at the kitchen counter. The 66 in narrow point is about the same as the Cherokee's 67 in.
• The ramp door size is not published. The rear opening appears to be close to the full 96 in width.
• The floor has no wheel wells, and there are 5,000 lb D-rings, an oil- and gas-resistant linoleum floor, a magnetic screen wall at the ramp, and a Sleep N Store manual bed lift, which is mandatory on the fifth wheel. No fireplace is offered on this floorplan.
• The body is 8 ft (96 in) wide and 10 ft 9 in high, the lowest trailer in this chapter. It has 50 / 38 / 38 gal tanks, two axles, 50 amp service and a 13,500 BTU A/C.
• The model is discontinued, so this is a used-market search. At $34,992 for a new-old-stock 2021, the Krenek unit gives a reference price.

Stealth SA3019G - verified

These are the 2021 figures from a Rowley White RV listing (stock #U22546W, Phoenix, AZ; used, deal pending, $52,900 out the door with no dealer fees, 161 generator hours). The owner confirmed the shared garage from the interior photo on 14 September 2026.

• The garage is shared, not enclosed. The chapter had recorded it as enclosed. The rear power dinette, electric bed and chairs sit in a 19 ft 10 in cargo area that opens straight into the kitchen and living area.
• The weights match the shortlist: 2,416 lb hitch and 14,999 lb GVWR, plus 4,105 lb CCC. The dry weight is given as 10,894 lb in the specifications but 10,670 lb UVW in the dealer's description. Read the trailer's own label.
• The fresh water tank is 140 gal, about 1,170 lb when full, the largest in this chapter. Towing with it full eats most of the cargo capacity and adds pin weight. Travel with it low.
• Tie-downs are rated 1,200 lb each, the lowest in this chapter; the Micro Boost's are 5,000 lb and the Nightfall's 5,000 lb. That is adequate for the Zuma, but check that four points give enough margin for the large motorcycle.
• Other features: a 3,000 lb ramp door with a patio cable kit, a 35 gal fuel station with a 5.5 kW Onan generator, two slides, a king bed, 95 / 40 gal gray / black tanks, a 102 in wide body and a 13 ft 4 in height.

Keystone Raptor Carbon Series 321LT - floorplan verified

This is the 2026 floorplan and listing from SR1 RV, Turner, ME, via RV Trader, supplied by the owner on 14 September 2026. The trailer is new, priced at $44,900 ("$39K off"), negotiable, and has been listed for 120+ days. The dealer is about 1,094 miles away.

• The garage is shared. The 15 ft 8 in garage area opens straight into the kitchen, with no wall or door. It holds a sofa with a queen bed above, two flip-up countertops and the fireplace. The garage floor runs up to the refrigerator.

• The rear garage door is 8 ft, most likely its width. It is the only published door dimension, so the height is still unknown.

• The listing confirms a 14,000 lb GVWR and a 32 ft length. It publishes no dry pin, UVW or CCC, so the ~2,000 lb pin is still an estimate. Get Keystone's figures or the unit's label before relying on the 26% screen.

• The unit's options: Intense Interior, Extreme Exterior and Ramp Door Patio packages, electric 4-point leveling, a 10 cu ft 12V refrigerator, a second 8K A/C and Solar Flex Protect. The listing also names a MORryde CRE3000 suspension, a tankless water heater, a 20 ft awning and generator prep.

• Second listing, 14 September 2026: Sunshine RV, Lake Havasu, AZ (stock #KY484, new 2026, $56,995 against $86,298 MSRP, model-year closeout). It supplies the weights the SR1 listing lacked:

  Spec	Value
  Hitch / dry weight	2,000 / 9,100 lb (22.0% dry pin ratio)
  CCC	4,845 lb; dry weight plus CCC is 13,945 lb, within 55 lb of the 14,000 lb GVWR
  Fresh / gray / black	94 / 88 / 44 gal
  Pin at GVWR (dry-ratio estimate)	~3,075 lb, about 550 lb under the ~3,625 lb ceiling

• Garage dimensions from the dealer:

  • 15 ft 8 in x 78 in at the narrowest point, beside the sofa.
  • 13 ft 4 in x 87 in up to the flip-up counter.
  • 10 ft 4 in at full width.

  The garage is long but narrow where the furniture sits, about the same as the Micro Boost's 66 in and the Cherokee's 67 in pinch points.

• The ramp door is full size, 8 ft. The unit also has 5,000 lb frame-welded tie-downs, a 30 gal fuel cell, 7,000 lb Dexter axles, G-rated Maxxis tires, a 10 in I-beam frame and a Girard tankless water heater.

• Price spread: the same 2026 model is listed at $44,900 in Maine and $56,995 in Arizona.

• The 2027 lineup has no 321LT. The 2027 Carbon lineup recorded in the Manufacturers table is the 310, 330, 361LT, 363, 368 and 420, so 2026 appears to be the last model year for this floorplan.

Dutchmen Voltage Triton 3351 - 2021 listing

This is a Lemke RV listing (Rocklin, CA; used 2021, $49,995, about 69 generator hours) supplied by the owner on 14 September 2026. The unit is a 2019+ model, so it falls in the rejected year range. It matters for the 2018 because of the floorplan the dealer attached.

The attached floorplan shows a shared garage. The 20 ft 3 in dimension runs from the spring-assist ramp door to the kitchen. It covers a table, a lay-flat HappiJac power bunk and two chairs, with no wall or door. The dealer labels it "for example only", and it carries no year.

The dimension is the one chapter 15 records for the 2018. The shortlist's 20 ft 3 in garage for the 2018 appears to come from this same drawing. If so, the 2018 garage is shared too, and the premise that only 2019+ units have an open layout does not hold. The Dutchmen brochure has since confirmed it: the 2018 garage is shared (see below).

2018 Triton 3351 - verified against the Dutchmen brochure, rejected

Rejected by the owner on 14 September 2026. The model fails on weight: about 4,125 lb on the hitch at GVWR. The details below are kept for reference.

These figures come from the owner on 14 September 2026: the Dutchmen Triton brochure (form TRI-HM0117, which does not print the model year) and a used 2018 unit at Blue Compass RV, Buffalo, NY (stock #UT21855, $39,900, $40,770 with fees), later confirmed to be a 3551 listed under the wrong model.

• The garage is shared, and that is now confirmed for the 2018. The brochure floorplan shows a lay-flat HappiJac power bunk with sofas and a table in the 20 ft 3 in space, with no wall. Dutchmen describes the rear as multi-functional, usable as a bunkhouse, dining area or garage. So the earlier idea that only 2019+ units had an open layout was wrong.
• It fails on weight. Both sources put the dry pin at about 25% of dry weight: 24.6% in the brochure and 25.4% in the listing. At the 16,800 lb GVWR that is ~4,125-4,275 lb on the hitch, over the ~3,625 lb ceiling. To stay legal the load would have to sit behind the axles, or the trailer would have to run well under GVWR.
• Tie-downs are rated 2,500 lb. It has 7,000 lb axles, a 30 gal fuel station and an optional Onan 5.5 kW generator.
• The Blue Compass listing is a 3551, not a 3351 (confirmed by the owner, 14 September 2026). The dealer listed it as a 3351, but the owner's photo of the unit's garage shows an enclosed garage: a rear wall with doors, fold-up sofas on both walls, and a floor far shorter than 20 ft 3 in. That matches the brochure's 3551, with its 11 ft garage behind a wall, door and twin bed loft. The VIN 4YDF35521JZ990272 also carries 355. The listing's weights (11,286 lb dry, 2,872 lb hitch, 5,514 lb CCC) probably belong to the 3351 page, not to this trailer. The brochure gives the 3551 as 39 ft, 12,784 lb, a 2,980 lb dry pin, 4,016 lb CCC (16,800 lb GVWR) and 124 / 76 / 86 gal tanks. It fails on length and weight: its 23.3% dry pin ratio gives about 3,915 lb at GVWR. The dealer-listing column in the table above is therefore not a genuine 3351 data point. The 3351's figures rest on the Dutchmen brochure alone.
• The brochure's fresh water figure is double the dealer's (160 gal against 92). Dutchmen's figure includes the water heater, but that does not account for the gap, so check the unit's tank.

Cherokee Wolf Pack 290PACK13 - floorplan verified, rejected

Rejected by the owner on 14 September 2026: too long (39 ft 5 in). The details below are kept for reference.

This is the 2027 floorplan and listing from Camping World, Greenwood, IN (stock #2727124, new, $62,250 against $108,692 MSRP, about 221 miles away), supplied by the owner on 14 September 2026. The same store also lists a second new 2027 unit, stock #2676768, at $55,250. The weights come from RV Wholesalers, which does not state a model year: 14,470 lb GVWR, 11,173 lb dry (this matches the Camping World listing), 2,470 lb hitch and 3,297 lb CCC.

• The garage is shared. A short partial wall with ladder access marks the front of the garage, but there is no door. Two flip-up countertops with stools sit across the opening, and the garage runs straight into the kitchen and living area.
• The garage measures 13 ft (156 in) long by 97.5 in wide. The dimension arrow covers the garage floor itself. The listing's "156 ft" is a typo for 156 in.
• The garage is overhead-heavy. A quick-set bed system hangs above the rear half, with a loft and storage above the front and a TV on the back of the loft. Check the headroom under the loft for the large motorcycle.
• The ramp door is a patio deck. Its size is not published.
• Other features: two slides, an RV king bed, washer/dryer prep, an XL pantry, a 12 ft garage-side awning and a 15 ft main awning. It is 13 ft 5 in high with 96 gal fresh water and 50 amp service.
• The weight margin is thin but real. Loaded to GVWR at a 25% pin it would put 3,618 lb on the hitch, just under the ~3,625 lb ceiling. At its 22.1% dry pin ratio the estimate is about 3,200 lb. It is 39 ft 5 in, 4 ft 5 in over the 35 ft preference, and its 3,297 lb CCC is on the low side.

The same Camping World list included larger Wolf Pack floorplans: the 350PACK15 (45 ft, 12,263 lb dry), 352PACK15 (45 ft, 12,768 lb) and 365PACK15.5 (44 ft, 12,443 lb), plus a Triton 3911 (43 ft, 14,120 lb). Their GVWRs are not published there. All are 43-45 ft long, and they are not screened here.

Cherokee Black Label 256RRBL - confirmed, rejected

Rejected by the owner on 14 September 2026: too expensive. Listings seen: a 2024 unit at $45,594 (Camping World Albuquerque) and a used 2025 unit at $49,998 (Reliable RV, Springfield, MO). The details below are kept for reference.

Verified against Forest River's model page on 10 September 2026, for the 2026 model (sold as dealer stock only). The figures in the table above match it exactly.

A research note elsewhere had it listed as a travel trailer; that is wrong. The manufacturer page does not state the type in words, but the numbers settle it - a 1,430 lb hitch weight on a 7,108 lb dry trailer is 20%, which is fifth-wheel territory; a travel trailer's tongue typically runs 10-15%.

It is the lightest candidate with published figures, and its 4,522 lb CCC is ample for two motorcycles and gear.

Floorplan, confirmed by the owner 14 September 2026 (Forest River 2026 drawing):

• The garage is shared. No wall or door separates the garage from the living area. The kitchen (refrigerator, sink, stove with air fryer) runs along one side of the garage span, and the TV mount and pantry mark its front end.
• The garage measures 174.25 in (14 ft 6¼ in) from the rear wall to the pantry. The kitchen counter sits inside that length.
• The garage width varies. It is 92 in across the fold-down sofas, 82.5 in between the overhead cabinets, and 67 in at the kitchen counter. That narrow point matters for handlebars if a bike parks beside the kitchen.
• The ramp door is 90 x 76 in. At 76 in high it is the lowest ramp door recorded in this chapter. The KZ's is 91 in and the Wolf Pack's 96 in. Check the large motorcycle's height, windshield included, against it.
• The garage is furnished with two fold-down sofas, a removable table and overhead cabinets on both sides.
• Other features: a USB port in the garage, a 15 ft awning, an outside TV mount, outside storage, a stable step and a battery disconnect.
• The body is 96 in wide, 6 in narrower than the 102 in Wolf Pack and Nitro. That narrower body is why the garage is 92 in across rather than wider.

Unit for sale - 2024, Camping World Albuquerque

Listing errors to discount: garage length is shown as "174 ft" - it is 174 in, the 14 ft 6 in already recorded - and "Sleeps 1", which is implausible for this floorplan.

Treat the listing's weights as brochure figures, not this unit's. The 7,108 lb dry weight matches Forest River's 2026 page to the pound, which suggests it was copied from a specification sheet rather than taken from the trailer. The fresh water capacity already differs from the 2026 page (49 gal against 52), so the model year matters. Before committing, read the trailer's own federal certification label - GVWR, GAWR and actual UVW for this specific unit, the same way the truck's door label superseded Ford's brochure figures.

The advertised finance terms - 8.99% over 236 months with $6,839 down, at $351 a month - total about $89,700 paid for a $45,594 trailer: roughly 1.97 times the price, over nearly 20 years.

It is about 1,050 miles from the truck's home area, so factor collection into the cost.

Still needed per candidate

• Dry weight, to establish cargo carrying capacity - GVWR alone does not show how much can actually be loaded.
• Fresh water capacity, and tank positions relative to the axles.
• Garage door dimensions and floor length, to confirm the scooter fits.
• Model year for each figure, and the brochure it came from. Only the Stealth (2021) and Triton (2018; weights from the Dutchmen brochure) are year-qualified so far.

Manufacturers

This table lists the brands that have built fifth-wheel toy haulers since 2018. It is a starting point for the search, not a candidate list; individual floorplans are not listed here yet. It combines a list proposed on 11 September 2026 with corrections from the research above. Status is verified only where the Notes column says so. Everything else is as proposed.

Weight class is a rough screen against the truck's ~3,625 lb pin ceiling. A trailer needs about 14,500 lb GVWR or less at a 25% pin, and 16,000 lb at most on a light pin.

• Heavy: the line is built for heavier trucks, and almost every model is over the ceiling.
• Possible: the line has, or had, models in range.

Rejected

Notes on the current list

• SA2816G removed - it does not have an enclosed garage. Rejection confirmed by the owner on 14 September 2026, after garage type became a data point.
• SA3019G restored - originally on the belief that its garage was enclosed. That was wrong: the garage is shared (confirmed 14 September 2026). It stays on the list because garage type is a data point, not a requirement. It exceeds the 35 ft preference.
• Dutchmen Triton 3351 split by year - the garage layout changed, so 2018 and 2019+ were treated as different propositions. Both are now rejected: the 2019+ and the 2018, both on 14 September 2026. The Dutchmen brochure (14 September 2026) shows the 2018 is shared as well, so the year split turned out not to matter for garage type.

Verification standard

Every model is to be verified against the manufacturer brochure and floorplan for the specific model year before being added to the shortlist. Type, garage arrangement and weights all vary by year within the same model designation, and earlier iterations of this list carried errors from working off dealer listings rather than brochures.

Record for each candidate: model year, GVWR, dry weight, dry pin weight, garage length and door dimensions, and the brochure the figures came from.

Required additions

• Full verified torque atlas, including sequences, torque-angle steps, and one-time-use fasteners.
• VIN-correct fluid capacities, Motorcraft product specifications, service intervals - now sourced from the Owner's Manual into chapter 3 and chapter 6. Still outstanding: automatic transmission fluid capacity (absent from both the owner's manual and the window sticker - WSM only), and fill/drain procedures. The rear axle no longer needs the WSM: its tag identified it as the 11.6 in on 11 September 2026. The front axle still needs identifying.
• Wiring diagrams, connector views, fuse/relay functions, diagnostic tests, and module/programming references.
• OEM parts diagrams and Ford/Motorcraft part numbers.
• Service Bulletins, recalls, customer-satisfaction programs, and revision history.

Intended source

A third-party 2023-2025 F-350 Super Duty workshop manual on USB is on the chapter 9 Immediate list at $24.99, to be bought on taking delivery. It is a compilation rather than a Ford subscription, so confirm on arrival that it actually carries the sections listed above - particularly the torque atlas with sequences and angles, and the wiring diagrams. If it falls short, Ford's own subscription service remains the authoritative route.

Revision record