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Replace SF rear with Full floater........?

vandelay industries

vandelay industries

1/2 ton status
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i'm not saying i WANT to do this (ok, i sort of do), i'm saying IF i were to replace the semi-float 10 bolt rear with a 14 bolt full float in a 1/2 ton truck or blazer, would this kinda do the job of say, towing a 16 foot tandem axle, enclosed cargo/car trailer?

i understand that 1/2 frames are not as thick/heavy as 3/4 or 1 tons.

b) Did blazers ever come in higher than 1/2 ton versions?
 
A) The axle is up to the job. The limiting factors are going to be your short wheelbase, half ton frame, transmission, and braking system. What kind of weight are we talking about with the trailer? Blazers are not the best at towing, factory rating is 5000 lbs, should probably stick close to that. Simply adding beefier axles isn't going to increase your towing ability, it just means that the axle isn't going to be the problem.

B) They did not. You have to go to a Suburban to get a 3/4 ton, and a pickup for a 1 ton.
 
Most people refer to the 14sf as a semi float. The 14ff is a huge step up from a 10 bolt.

Remember, the 14ff was 8 lug only.
 
B) No, but the M1009 CUCV Blazers came with stiffer 3/4-ton springs and the TH400. Still a 1/2-ton in all other respects, though.
 
campfire said:
B) No, but the M1009 CUCV Blazers came with stiffer 3/4-ton springs and the TH400. Still a 1/2-ton in all other respects, though.
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I thought most 3/4 ton pickups, and therefore the springs, were 56" versions? Were the springs really any heavier than what was available on Civvy models. More curious than anything as the few I have looked at over the years didn't look to have anything special going on with the rear springs. I know the military called them "3/4 ton" Blazers but that doesn't mean anything since the whole 1/2, 3/4, or 1 ton monikers are way outdated. Nowadays you can spec out a 1500 series (i.e. "1/2 ton") that allows a payload capacity around 2,000 lbs., or 1 ton! Based on that I think the "3/4 ton" designation the military gave the M1009, and also the 1 1/4 ton (5/4 ton) designation for the M1008, wasn't based on any extra or special equipment but rather just a more accurate rating based on the standard GVWR (max load) of the vehicle minus the curb weight (which was usually pretty low since they had very few options).
 
paratrooper307 said:
A) The axle is up to the job. The limiting factors are going to be your short wheelbase, half ton frame, transmission, and braking system. What kind of weight are we talking about with the trailer? Blazers are not the best at towing, factory rating is 5000 lbs, should probably stick close to that. Simply adding beefier axles isn't going to increase your towing ability, it just means that the axle isn't going to be the problem.

B) They did not. You have to go to a Suburban to get a 3/4 ton, and a pickup for a 1 ton.
Click to expand...

Occasional 16 ft. tandem axle enclosed trailer. Sometimes with a car inside.

So, the next question i guess is, will the spring pads on the axle out of a 1 ton truck line up with the springs on a blazer?

Again, not saying i definitely want to do this, just exploring ideas.
 
No. Spring pads from a 1 ton of 14 bolt are inboard more.

Spring pads from a 3/4 ton 14 bolt (FF) are the same
 
6.2Blazer said:
I thought most 3/4 ton pickups, and therefore the springs, were 56" versions? Were the springs really any heavier than what was available on Civvy models. More curious than anything as the few I have looked at over the years didn't look to have anything special going on with the rear springs. I know the military called them "3/4 ton" Blazers but that doesn't mean anything since the whole 1/2, 3/4, or 1 ton monikers are way outdated. Nowadays you can spec out a 1500 series (i.e. "1/2 ton") that allows a payload capacity around 2,000 lbs., or 1 ton! Based on that I think the "3/4 ton" designation the military gave the M1009, and also the 1 1/4 ton (5/4 ton) designation for the M1008, wasn't based on any extra or special equipment but rather just a more accurate rating based on the standard GVWR (max load) of the vehicle minus the curb weight (which was usually pretty low since they had very few options).
Click to expand...

The spring packs have an extra leaf in the front and a couple of extra leaves in the back. Aside from that I think they are the same as any 1/2-ton. The tag on the door says 5200# curb weight, 6400# gross weight, and 1200# payload capacity. Definitely not a 3/4-ton overall.
 
I don't remember about shocks.

Other than that campfire got it 1 ton is bigger brakes.
 
vandelay industries said:
Occasional 16 ft. tandem axle enclosed trailer. Sometimes with a car inside.
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Let's say you put in beefier springs & axles...and upgraded your braking system accordingly (not gonna run a lift or oversize tires, are ya?). Frame thickness doesn't really matter. You're now still running the shortest fullsize truck wheelbase known to GM.

It can be done, doesn't mean it's a great idea for repeated use or long trips. There's a reason the Blazers had much lower tow ratings than the pickups with the same running gear.

A longbed C/K-10 pickup with a regular cab adds two feet (+) of wheelbase and much better weight distro. That's quite significant.
 
campfire said:
I think that the 3/4-ton trucks only had 11" brake drums, while the 1-ton trucks only had 13" brake drums. But I can't say I'm 100% sure of that.
Click to expand...

You could get the JB7/JD7 brake package, which included 13 inch drums on either the semi-floating or full-floating axle on both 3/4 and 1 ton vehicles. Definitely a good option if planning on towing or big tires.
 
paratrooper307 said:
You could get the JB7/JD7 brake package, which included 13 inch drums on either the semi-floating or full-floating axle on both 3/4 and 1 ton vehicles. Definitely a good option if planning on towing or big tires.
Click to expand...
What about the front axle (which does the great majority the stopping work)?

JB/D7 brake packages had larger front discs/calipers, different boosters, and different master cylinders in addition to just the larger rear drums.

So here's the thing with this whole discussion: it's easy to get a heavy trailer moving. It's much more difficult to stop that friggin' pig safely and reliably, and there are a lot of factors in vehicle dynamics which come into play. :deal:

slide_37.jpg
 
If your gonna tow an enclosed. I'm guessing around 7 lbs with a Blazer I would absolutely make sure your trailer brakes are working. If you only have them on one axle do the other one.

I have towed heavy quite a lot with my Blazers over the years. By heavy max was 7000 lbs. Without trailer brakes sometimes. The trailer brakes make a huge difference.

I know I probably unknowingly killed a busload of nuns and orphans
 
blazinzuk said:
If your gonna tow an enclosed. I'm guessing around 7 lbs with a Blazer I would absolutely make sure your trailer brakes are working. If you only have them on one axle do the other one.

I have towed heavy quite a lot with my Blazers over the years. By heavy max was 7000 lbs. Without trailer brakes sometimes. The trailer brakes make a huge difference.

I know I probably unknowingly killed a busload of nuns and orphans
Click to expand...
We've all been there. Those nuns deserved it anyway.

I guess my point in this thread is that if you're gonna mod a vehicle specifically for towing purposes, know that there's more to it than a simple axle swap, & understand the fundamentals of what you're getting Into.
 
And understand your limitations. When I tow with my Blazer I am insanely careful. Sometimes stuff can't be avoided. Driving carefully and being hyper aware if your surroundings is important.

It's also draining and tiring.
 
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