The decision on the front it was made before we ordered the truck on our own research Phil.
Bob made the decision based on his background as a mechanic.
No problem. I have no doubt that you, Bob, Jones and others mixed many thoughts as your truck was being built. I only assumed that it was Jone's recommendation because you said, "Our dealer assured us air ride was not the best option for our our specs and application." My error.
As you well know, spec'ing a truck is an exercise in trade-offs. Diane and I put a high priority on a smooth ride. For that reason we included frame rails, tandem drive axles and front air ride suspension. That tandem drive axle decision guaranteed that we would pay thousands of dollars of FET tax on the truck but we did it anyway because we wanted the smooth ride tandem drives provide.
Even if that meant getting wheel alignments every six months (which it does not), and even if it meant increased rolling resistance by having more tires on the ground (which it does) and increased weight and parasitic drag by adding a second differential and drive axle (which it does), they were expenses we gladly incurred. We drove some pretty rough-ride trucks when we drove fleet owner trucks. It was not an experience we wanted to repeat when we got into a truck of our own.
As I said, it's all about trade-offs. If we wanted to spec a truck for perfect wheel alignment, we might do what Bob recommends. If it was about maximum fuel economy we might go with a Cascadia factory sleeper and dry box to reduce weight and maximize aerodynamics. If it was about maximum gross revenue, we might go with a WG-equipped ER-unit and our own trailer. If it was about avoiding EPA engines, the Colonel has the plan.
It's all about trade-offs, and the great thing about building a truck of your own is that you get to set your priorities, make the trade-offs and run the business model that makes sense for you.
