I just put an aftermarket seat on my x475. To remove the old seat, I just removed the seat support rather than the fender. Was that not possible with the x590?
@@EliDeuce unfortunately I could not get to the nuts in order to remove the seat bracket without pulling the fender assembly. That’s ok though, it wasn’t very difficult and it allowed me to clean all that grass out of there while I had the fender off. Thanks for watching!
Thinking about buying one next summer if I have the money. My girlfriend and I were wanting to travel the country. I know diesel operating/maintenance costs are high so I won't be doing that. As for the camper, I'm sure the smaller 6.2 V8 would probably be able to lug one around no problem, but they seem to lack low-end torque, so I was thinking the big V8 might be better suited for me. As for daily driving, gas costs shouldn't kick my ass too bad as my work is 5 min away from home. Does the 7.3 sound like a reasonable engine, or is it too much motor for what I'd need? But what a great comprehensive review, very well made
@@motormouth2472 I don’t have any experience with the 6.8 other than what I’ve seen and read. Honestly I don’t think you can really go wrong with the 7.3. Thanks for watching and for leaving a comment.
You’re correct my friend, this is a good analysis. I went through the same process when I was looking to buy my new F350 SRW for fifth wheel camper towing. Since , when I purchased the camper, I already had the truck I had better flexibility for purchasing the camper that I wanted. The only downside to getting the 350 is that when not towing the ride is sometime stiffer and uncomfortable. But I’m ok with that to have the truck better suited to my needs.
I like a diesel but at about 12000. More. 12000÷3.55 a gallon for gas. == 3380 gallons of gas. Im getting a 7.3 w 3.73 ratio. An putting 37 inch tires on. 😊😊😊😊
I just traded my 2020 Ram 2500 Cummins for a 2024 Ford F-250 with the 7.3 Godzilla and 3:73 gears. I love the Ford, it has plenty of horsepower and torque, I don’t miss the Cummins at all. This Ford seems more refined and a more pleasant driver.
@@markw8463 thank you for the feedback. Much appreciated. I’m just a beginner so I will certainly pay close attention to that on future videos. Thanks for watching.
I've had 4.30 gears on a dually with a diesel and it was awesome that pulling very heavy loads even through the mountains. If I was to get a Super Duty with the 7.3, I would still get the 430 gears but for a different reason: when the factory tires need to be replaced, I can put a leveling kit and 37-in tires on it with 5 minutes worth of trimming, and still have a 3.8- 3.9 gear ratio for heavy towing but have a very capable truck for off-roading when I'm not towing.
@@ApexNick Yes sir, another good reason to grab the 4:30 which is why it is the only gear they put in the Tremor. A lot of people out there don’t understand what happened to gear ratios when larger tires are installed. Thanks for watching
Thanks Robert, I changed the Drive belt on my X540 which is about the same as doing this and you don't have to remove the clutch so any one doing one on these models that saves another step
@mileshiles1287 I had to do something. My son does most of the mowing now but he's leaving next summer to join the armed forces. I did this to hopefully avoid having to hire my lawn mowing out. Thanks for watching.
what's the best front tire you run for snow? I noticed last year that when I was making turns, I was sliding with the blower on the front of mine didn't really want to put chains on it If I could help it. got chains on the rear, 200 lbs and a pretty level drive... just the turning is annoying any tips would be greatly appreciated thanks🍻🍻🍻🍸🍸🤪
@@timothymasarik12 I,m just running the stock turf tires it came with. I have to slow way down to a crawl sometimes to keep from sliding. If traction is an absolute must, I raise the blower to add weight to the front end then back up and make another few small passes to make the turn. Thanks for watching.
@elderrob I owned a LB for about 5 weeks and towed one time with it. The biggest difference to me was the fuel capacity. The SB has a little smaller turning radius obviously. The LB rides a touch better when empty. Hope that helps. Thanks for watching.
I’m about to purchase an X590 and you sold me on getting the upgraded seat as my yard is very bumpy. I currently have an LA165 and my back just aches after mowing. Excellent video!
The new ones are different than his. My 2023 x590 has the same seat he had before, but it is now mounted to the base he put in from the x7xx series, so it has more suspension.
@@phooesnax No not in most cases. The only surging I have ever really felt is when the truck is cold and I am being really light on the throttle. Once it’s up to temp no surging.
I'm from Northern Michigan I have a F350 4wd crew lariat ultimate sport with FX4 I'm running the 6.7 powerstroke I love it . Nothing to due with the trucks I have a 2016 Corvette Z06 with a manual transmission if I run on the expressway in 7th gear it's reving around 1300 rpms and gets in the high 20s in mileage running 75 miles a hour
@@phillipgarrow2297 That relates pretty well. Comparable to the 10 speed running low RPM’s in higher gears such as 9th and 10th while still having lower gears to make more power. Thanks for watching.
Thanks for the video! Currently enjoying my ‘22 F350 7.3 with the 3.73 gears and the big fuel tank. I agree with you on the emissions on diesels and it’s the reason I went with gas. All of my trips are local with the occasional highway trip. Typically maxed out on towing weight or just over with an equipment trailer and compared to a diesel it doesn’t set the world on fire but it’s more than adequate. Only issue I’ve had was a bad set of cats that were replaced under warranty and turnaround was quick. Still can’t get away from those damn emissions…
Robert, thanks for your excellent video of this procedure. Unfortunately I was not able to get belt between the rock shaft hook and the hydraulic lines. I was able to reach up and pull down on the deck lift lever and push the hydraulic cylinder backwards just enough to gain clearance. I managed to squeeze it back with heel of hand, though a small pry bar may be easier. I also rotated the deck cutting height knob to gain some clearance as well.
@@johndenning2266 I,m so glad you found the video helpful. I benefit from videos like this all the time so I am always happy when I can ,are something like this that helps someone else. I just shot the video of the new seat upgrade today so be sure to subscribe and hit the notification bell to see that one when I release it. Thanks for watching!
Not really sure about your shift from start theory. I have a 2020 F250 with Tremor package. Dealer replaced torque converter and fixed the issue. There is a definite problem with some of them though. I DO wait until RPMs drop and I DO set parking brake every time. Had bad shift points including coming to a stop at red light and truck staying in 10th gear. The only fix was to shut off truck and restart, then it would start in 4th gear. I have 1 more time in shop for a full replacement then I’m lemon lawing this thing. The reboot of transmission made things worse then they replaced guts which did fix issues. Now I’m just waiting for the last fix so I can ditch it. By the way I’m only at 36000 miles so there’s that. You shouldn’t have to go through all these “tricks” on a newer vehicle to make it work properly.
@@CR3WDUD3_OFFICIAL I’m sorry you are having all the trouble that you are. I have been there. In 2003 I bought a brand new Chevy Silverado. Tranny was junk from day one. I ended up getting it bought back under the Lemmon law. I did say in the video that there are some bad ones out there that need transmissions replaced. Obviously yours fits the bill. I also agree that for what we paid for these trucks that they should not require all these little tricks to make them work right. For that matter I would prefer a manual transmission, However, I and several people bought these trucks and now have to either figure out a way to get along with them or get rid of them. Being miserable and complaining about it won’t do me any good so I chose to try and make it work. Given what I have had good luck with, I thought it best to share my success to try and help others that may be encountering the same concerns. What I have suggested won’t help everyone and I know that but if I can help a few then that is a few more people that can move on with life and not have to live with things not working the way they should. Yours being a 2020 and the first year of the 10 speed is no doubt a big reason you are having all the issues. I purposely waited until the 3rd year of the 7.3 engine and the 10 speed transmission to buy one hoping I would avoid a lot of the problems. Good luck with yours. I hope they’re buy it back as it sounds like that is what needs to happen in your case. I hope your next truck performs better for you. Good luck and thanks for watching!
I also have the 10r140...2020 F350 with 6.2L. Had the transmission replaced under warranty at 38K. I had the rough shift from R to D, especially when cold. Now I wait for the engine to idle down after start up, it shifts very smooth with no problems. It also gives the transmission time to warm up before driving. Good advice for others with 10R140 10 speeds.
The point that most people don’t think about is the 4.30 will reduce the torque load on the transmission which will make it last much longer. True your mileage will be lower. I have a 4.30 gas and I get 13 mpg average. 17 mpg running empty on the highway at 75 mph and 10 mpg pulling a 6x12 ft box trailer.
@kb9knd Hey thanks for commenting, the whole mileage issue has so many variables, Elevation, terrain, speed, wind. Not to mention, you can take two or three identical trucks set up the exact same way and one will do better that the others just because a sensor somewhere is a little off the spec compared to the other vehicles. The putting less stress on the transmission idea is true to a certain extent. If a 4:30 truck and a 3:73 truck are identical in every way except gears and are both towing the same load in the same gear, the statement is true. However if I am pulling a 12,000 lb. load with 3:73 and in 7th gear in my transmission which is one to one and you are pulling that same 12,000 lb. load in your 4:30 truck both of us doing the same speed but you are in 9th or even 10th, your over drive gears are putting more stress on the transmission than my 7th gear with a one to one ratio. So yes if a 4:30 truck runs 7th gear it has some stress relieved compared to the 3:73 in 7th. However the big statement most 4:30 guys make is how they can tow in 9th or 10th gear. That is not an apples to apples comparison to 7th or 8th gear and 3:73 gear if doing the same speed. I hope that makes sense. Thanks for watching and for contributing to the conversation.
@@robertweller2662 I agree with you. Something else to consider, with regard to towing with the 4.30 in 9th and 10th gear, one look at the final drive ratios for the 4.30 and the 3.73 explains why this is happening with the 4.30 and not the 3.73, at least in theory. Simplifying the case to eliminate all variables except gearing, engine and tire size, let's look at the case of the 4.30 driver, who is having no problem towing a particular load with a particular truck on a particular terrain, and the 3.73 driver, who with everything else being equal, is not able to tow the same load under the same circumstances in 9th or 10th gear. With the 4.30, the final drive ratios are 2.95 for 9th, and 2.72 for 10th. At 60mph, that is 1796 rpm in 9th and 1652 rpm in 10th. For the 3.73, the final drive ratios are 2.56 for 9th, and 2.36 for 10th, which are significantly taller than the final drive ratios with the 4.30 in the same gears. At 60 mph, the 3.73 driver turns only 1558 rpm in 9th and 1433 rpm in 10th. In order for someone with a 3.73 to tow the same load at the same speed on the same terrain with the same truck as someone with the 4.30, they would need to drop down to 8th, where the final drive ratio is 3.17 for the 3.73 with 1930 rpm at 60 mph, and stay out of 9th and 10th with the 3.73 since those gears deliver final drive ratios that are too tall for towing this load with this truck on this terrain. Keep in mind that the 3.73 driver in 8th gear will have a shorter final drive ratio (3.17) and higher RPM (1930) as compared to the 4.30 driver in 9th gear (2.95 and 1796 RPM). This could be viewed as both a positive (stronger pulling) or a negative (higher RPMs and less MPG) for the 3.73. I hope this makes at least some sense. I'm not an engineer or some sort of rocket scientist by far, but to my basic mind this helps me wrap my arms around what is happening when 4.30 drivers tow in 9th and 10th and 3.73 drivers have difficulty doing so and must drop down to 8th (again, with everything else being equal!!).
@@StilettoSniperI don't know what made me come back to this vid and stumble across this comment but this was fantastic info! Honestly, the more stuff I read about how gearing and drive ratios and this 10-speed transmission all work, the more comfortable I am that I went with 3.73 gears. They really do seem like a very happy medium for someone who drives more miles unloaded than loaded. Sure, towing in 7th (or having to drop to 6th for a big incline) will put more stress on the trans, but that's not really going to matter much in the long run if you are not pulling close to max every other day. For a weekend warrior like myself, towing 12-13K lbs max no more than a dozen times per year, the higher ratio makes all the unloaded (or lightly loaded, BJs runs haha) miles more comfortable with drive and saves a bit of gas. I test drove two F350 Lariats that were nearly identical except for the gearing and I liked the way the 3.73s and trans worked together better, and that I got less or no wheel spin on take off at angles or off of loose ground vs the 4.30s. Case in point, these trucks were built to work, so if you're worried about putting a bit more stress on the trans by towing a year or two lower, maybe just get a diesel at that point.
@@SliderFury1 Hey thanks for replying to my comment. The interesting thing is that specifically in the example that you mentioned, if you are towing your load happily in 7th gear with an F350 7.3L with a 10R140 trans and 3.73 gears, there is a real strong possibility that someone with the same setup as you (including load and terrain) except for having 4.30 gears will be towing in 8th gear (which is an OD gear) to deliver approximately the same engine rpm and torque. Here's the data I am basing that on: 3.73 FD = 3.73 7th @ 60mph 2268rpm 70mph 2646rpm 4.30 FD = 3.66 8th @ 60mph 2225rpm 70mph 2595rpm (7th@60mph 2614rpm 7th@70mph 3050rpm) If you were to drop to 6th gear with the 3.73 gears for an incline, in my mind I'm thinking its possible a truck with 4.30 gears would have to use 6th as well to meet or exceed the level of torque provided with the 3.73 gears. 3.73 FD= 4.76 6th @ 60mph 2896rpm 70mph 3378rpm 4.30 FD= 4.30 7th @ 60mph 2614rpm 70mph 3050rpm (6th@60mph 3338rpm 6th@70mph 3895rpm) So if it is the potential "stress" that is the concern, if you are towing in 7th (which is 1:1) and someone with 4.30 gears is towing in 8th (which is an OD), in my non-expert opinion, I'm thinking that the drive train using an overdrive gear is experiencing a higher degree of "stress" versus the drive train using 1:1. Once again, I'm just an amateur at this, so if I am off-base I'm sure someone will point out my error. But this is how I see it at the moment in the specific example you gave.
I almost bought the slider for the same reason. I spent a lot of time on the math, and I found that if I mounted my fixed base B&W in the rearward position, the tail gate would clear. Only have about 4" clearance, and that's if everything is perfect. Truck straight on and on flat ground. I still think it is too close for comfort, but I deal with it by getting the pin close, then lifting the tail gate to 45° by hooking the support cable over the lock pin. That 4" clearance when aligned perfectly disappears fast when things are not perfect. I have a '24 long bed and also have the 7.3 V-8. I agree with you, the slider would have been another solution to that problem. Just didn't seem logical in my long bed.
@poundsonwood I realized when I was editing the video that I could have mentioned the fact the uprights on the hitch can be adjusted to the rearward position and that you can gain a few inches. I actually experimented with that on this short box truck but did not like the lack of clearance between the tailgate and the pin box when I had the hitch slid back and the tailgate up. Did not want to risk wiping out the tailgate when the hitch was slid back and I was turning. So I went with the forward mounting configuration and just committed to sliding the hitch back every time. Thanks for watching and for the comment.
@@markanderson7570 unfortunately it does seem to be the norm, not all owners share experiences but you can rest assured, we are not alone. Thanks for watching!
Had a 2021 Chevy 2500 6.6 gas , shifted hard and clunked into gear , hated it , bought a Ram 2500 ,best smoothest transmission I’ve ever owned, love it so far , 13k on it and I think it’s getting better if that possible.
I owned a 2024 Chevrolet 2500 6.6 gas with 10 speed. Owned it for 1 year. Was in the shop 3 times for 28 days. The transmission was shifted hard very hard from 7th to 8th gear. When towing you would think you ran into something. Filled a case with GM. Never could get it fixed. GM had a service bulletin out about it . I got rid of it. I never want a 10 speed again. You shouldn’t have to make all those concessions to drive a truck.
@@robertweller2662 I work for a Tier 1 supplier on the Super Duty (P708) program. Ford does put the 10R100 & 10R140 behind the 7.3L. I suspect the transmissions act similarly as they are both 10 speeds; it is good that you have the heavy duty one.
@@danielking3611 I read that Ford came out with the 10R100 in 2023 to replace the 6R100 that was behind the 6.2 and that they were putting the new 10R100 behind the 6.8. If they are putting it behind the 7.3 too that is interesting. Either way, my Truck is a 2022 so it has the 10R140 and the 7.3. Thanks for watching and commenting.
I’m looking at the 7.3 gas as a replacement for my 2021 Ram 1500. Main reason is the Ram cannot comfortably pull our 21’ camper on the highway. How does the 7.3 pull at highway speeds? Can it keep up with traffic?
@@Forestdawg1791 the 7.3 will blow your mind. No problem keeping up with traffic. I pass people with my 12,000 lb 35 foot fifth wheel behind me. Thanks for watching.
I get it if your buying new why not go bigger but If the Only difference between a 250 and a 350 sw is a leaf spring if you already have a 250 and install air bags don’t you pretty much have a 350?
@@Halfdead211 Mmmm not quite. Front coils are heavier and the rear axle is different if the 250 has the 3:55 gears. Also if the F250 has the 3:55 gears and does not have the camper package it won’t have the overload / helper leaf either. There aren’t many differences but there are a few more than the just one rear leaf spring. Thanks for watching.
@@leslibrandt3541 As I learned as I went thru this process, the 3/4 ton is not an acceptable vehicle to use for towing fifth wheels and goose necks. Thanks for watching
@@michaeljordan4571 They are built to work. Mine is great when loaded. Driving empty seems to generate the majority of the drivability issues. Thanks for watching.
Newer transmissions in these trucks from Ford and GM have very tight torque converter stalls, so they want to go when the engine is at high idle. I have also gotten in the habit of letting the engine idle down a bit first before shifting into drive or reverse. When I shift into drive, I hold on the brakes for a few seconds to give the transmission time to pump fluid everywhere that needs it.
This is why I bought my F350 with a 4.30 on a Supercab w/8' box and a 6.2 liter gasser. I pull a 16k lb gooseneck horse trailer - weight on the ball is 3200 lbs (truck just down on the helper leaves of the rear axle). It would squat an F250 without air bags and further overload the load capacity of the F250.
@@captainmidnight7012 I have read it both ways. I always seem to circle back to payload is GVW minus dry curb weight. Gas is roughly 6 lbs per gallon so on a short bed it’s only gonna swing your payload by about 204 lbs. I guess if you’re choosing between an F250 and an F350 and that 206 lbs makes that big of a difference I,d be buying an F350. Thanks for watching.
Preach, brother! The only reasons to look at 3/4 tons is your state registration is a massive cost difference 3/4 to 1ton, or you are looking at the used market and just towing conventional because that opens up a lot more options (like 10 3/4 to 1 1ton).
A couple years back we had a F150 with the (then new) 10spd. It too would lurch during a cold start like you mention. Had it to the dealer a couple times and they claimed they couldn’t replicate it. Ended up selling the truck off shortly after that started, as I just couldn’t trust it to not fall into a gear (especially during a remote start or whatnot). It’s disturbing it’s happening to the Super Duty’s now too. I’m glad you’re able to work around it though!
@jessehines444 The parking gear in most transmissions isn't that strong. My wife wife drives a Subaru with a CVT so we got in the habit of using the parking break a long time ago. It shouldn't be necessary but it's an easy habit to get into after a few weeks. Thanks for watching.
I plan on towing a 32’ 5th wheel. I also will be hauling a camper 3000 wet weight. Not at the same time of course. Which rear gears would work best under both applications? Thanks
@@user-me9hn6vw3t What is the weight of the 5th wheel, are you likely to be pulling in the mountains, how often will you drive the truck and not pull anything and what speeds are you going to be driving regularly when unloaded? These are all factors. Bottom line you can probably go 4:30or 3:73 depending on the weight of the 5th wheel. If you are around the 12,000 lb mark like I am the 3:73 is good. If you tow all the time and rarely drive empty you could go 4:30. The 10 speed will make up for a lot.
I purchased a 2019 F350 Extended-Cab Long Box with a 6.2 gasser/6-spd auto/4.30 axles. I pull a 15k lb horse trailer with it. 12mpg unloaded/7.6mpg pulling when driving at 65mph on the freeway. The difference in price/gallon of fuel versus the mpg of my '19 and my old F350 diesel is a wash - roughly the same outlay for fuel. My '19 pulls just as well as my old diesel. Would I consider a 7.3 gasser? No, not at all especially with the soft cams problems they've had.
