Your vehicle manual should have that info. Also total gross vehicle weight
should be labeled on the driver door jamb.
As for safety, the limit shown is a margin of safety. In reality it can tow
more, but should not be done.
And those vary. I have seen that it will tow 13,700#, and then I have seen
it will tow 14,600#. GCVWRs run from 22,000 to 24,000.
I just wanted to ask those who tow and have towed what they find to be a
safe % of that rating.
My wife, for instance, thinks that if it says it will tow 14,700#, that it
is alright to buy a trailer that weighs 14,500#. She doesn't comprehend
that all the water, canned goods, clothes, and things taken along for a trip
add up to considerable weight quickly.
My guess is that I should buy something under 10,000#, thusly with the added
cargo, it would come in at around 12,000. If I can find an UltraLite rig
made of aluminum, I'd even like to stay closer to 9,000. It all depends on
space. It has to be big enough to carry two ATVs, which immediately add
around 1,200# just for them.
Just wanted to ask what others think. I know there's ratings on door jambs,
but I also think those are optimistic in some cases. I for sure know people
who have been sold vehicles with the promise, "Oh, it will tow X,000#", and
when they do it, it's white knuckle driving and 40 mph on upgrades.
This is a repost from a few months ago, but it might answer your question.
Don't be confused by the Duramax title, he happens upon a Dodge.
I almost fell off my chair when he makes the comment of the Dodge being an
inferior product to the DuraMax.
Then, he stated he was within 300# of maximum. That's taking it to the
edge, and what I was talking about when asking for a % of maximum so as to
leave a little for safety.
My BIL has a DuraMax, and it is a nice truck. At times, I have wished I had
gone with a DuraMax, but then I hear of another problem with them. I'm sure
they're a good truck, but when you do a GCVWR load within 300# of maximum,
if something's going to go wrong, it will then.
IIRC, he states on the tape that his GCVWR is 24,000, or maybe 22,000#.
300# is .0125 of 24,000#
300# is .0136 of 22,000#
So, you're running at 98% of capacity, and running at seventy in hot
weather. Sounds to me like anything would run hot in those conditions.
I agree, when this was first posted, I looked up Keystone Gougar trailers on
the internet, added 3,500 lbs. for the Jeep and calculated that the Dodge
was towing between 9,200 (the lightest model, dry weight) and 15,800 lbs.
(the heaviest model, loaded to capacity).
i've got friends with the ford 6.0l and friends with the duramax. the
fords have been the most troublesome, but everyone loves their own
truck, so who knows which is the better?
i have a '03 3500, 48re. i love it and wouldn't part with it. my
fifth wheel weighs just a touch under 10k dry, so loaded up i'm afraid
to see what it weighs. i have no problem towing it at all. i worried
a bit about stopping it though, but that has not been a problem
either. a lot of the towing seems to depend on the particular fifth
wheel though. prior to this one i had a fifth wheel that weighed 8200
pounds dry and it didn't tow as well as the one i have now. i also
like the fifth wheel much more than the tow trailer. my initial entry
into the rv world was a cheap pull trailer (a terry) that was about 7k
dry and it was a bear to pull. the fact that it was built so cheaply
probably had a lot to do with that though. i agree with your idea of
giving yourself some wiggle room with the load though.
Be it a Dodge, CHevy or Ford there is more to safe towing than just
putting a motor in something. There is a reason the they make 2 and 3
ton trucks because they have more chassis and brakes to deal with
things when they go bad. I do not care if you have a 400 HP motor, 13
K is a lot of weight for a P/U chassis. about 30 years ago when going
to college i drove contruction equip and trucks. I used this old Chevy
2 1/2 single axle dump with a 366 to tow a "float" with a backhoe or
dozer on it. By todays standards some would consider it anemic but it
got the job done and a 4 or 5000 lb tongue load was nothing for that
truck for sudden manuver control and I darn sure could stop it to even
with trailer brakes. You can tow 13K and more with a P/U as I was
towing 23K grain trailers over 25 years ago but we did not go fast or
far because you had to be able to deal with it when brakes fail which
I had to do once. Even with tires locked up I was like a cork on a
string with that trying to stop it. Just remember thyat you can tow a
lot more than a OEM rating when things are just right but it is being
able to deal with it and control it when things go bad that makes you
or brakes you so do not take any towing rating blindly and try to keep
weight down to no more than you need as it is better to erro under
rating than at or over it just because "you can". It is the "what
if's" that can get you in trouble.
ok. now it is not a huge surprise to me that snotroll suddenly shows
up in a thread conveniently authored by steve b. that snotroll would
drop out of those bowells is not a shock, since the three amigos came
here to avenge snotrolls honor in the first place.
now, in the sake of peace (ok, so maybe not) i thought about ignoring
this post. but then i read it again. what a load. once again,
snotroll is able to state the obvious, in incredibly boring detail and
with a trip literally down senility lane; nope, no way, i just can't
let it go.
ok snotroll, be careful with heavy weights and watch out if things go
wrong. i got ya man. geez. what a great and wise post.
In all fairness you are kinda clueless because you think that a motor
makes a tow vehicle but it is not so but rather the chassis itself
(springs, tires, brakes, frame, etc) and gearing of it relative to
its motors power band. We survived for many years without oil burners
and will when they are gone. This not a attack them but on those such
are yourself that think they are a must have to do anything. They made
some serious gas motors long ago before there was emission controls
but this was likely before you even drove and likely before you were
born too. Had gas motors had the lack emisson limits that diesel
enjoyed till now, they would be different animals today. I still stand
by that the chassis determines the tow weight that you can tow SAFELY
while maintain positive control of it, not its motor. How fast you
climb a hill is not a safety issue but rather a ego one because the
"top" will still be there when you get there.
What sort of moron thinks he needs to explain gear multiplication?
We survived for even more years with horses and oxen.
Your point (besides bull shit) ?
Fuck efficiency right?
I explained this all a few weeks ago in the Ford truck group, but
just in case you've forgotten; back when you claim to have been
driving that dump truck, I was either precision grinding
crankshafts for large outboard motors or tearing apart IH 549s
and Eaton 5 speed and 4 speed auxiliary transmissions.
You ain't got nothing on me, time wise, knowledge wise or
experience wise so give it up already.
You keep trotting out the same old stories on a regular cycle.
Makes me wonder how shallow a person you are that you need to
live in the past as you do. It's like you hit your peak in 1978
and went downhill from there...
Buffoon. Just because diesel emission controls are getting a
later start compared to gasoline emission controls does not mean
that a few obstacles won't be overcome. In fact, just as it did
for gasoline engines, the technology once it matures will assure
even better performance than what was realized pre-emission
Where did I indicate otherwise?
In spite of those "slower traffic keep right" signs?
Yup, we all live just so we can be stuck behind you while you
crawl up a hill at 25 miles per hour on the Interstate.
I guess that works for someone like you since you have nowhere to
go and when you get there no one wants to see you anyway, and
there's eight months of downtime between work seasons.
the gas engine was first built in 1860 (patented in 1854), Rudolph diesel
built his engine in 1892 hardly long after the gasoline otto engine.
by the way, it seems to me the gasoline engine is on its way out. diesels
are making their way into the small automotive market more and more, they
run on organic fuels with nominal mpg or power losses unlike their spark
plug limited cousins.
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