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Old 10-17-2016, 05:22 PM   #15
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Originally Posted by Paul Zmann View Post
As a daily driver I'm getting approximately 17.5 MPG in to 21.0 MPG highway. I haven't towed anything with it yet. My payload is something like 1580 lbs, tow capacity for my truck is 11900 lbs. It definitely should work for a 25 foot without much problem. Some of the 30' with high tongue weights start taxing the payload capacity.
Thank you for real payload numbers. Not bad at all for a big diesel.
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Old 10-17-2016, 05:45 PM   #16
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Thank you for real payload numbers. Not bad at all for a big diesel.
Every truck regardless of brand has a variance in advertised payload, it depends on many things like trim level, crew cab etc. The sticker on the truck, the one with the yellow highlights on the driver door jam is truck specific & what the truck can carry. My previous RAM 1500 ecodiesel advertised around 1100 lbs payload but the sticker had it at approx 850 lbs payload.........that was the true payload for my then truck.
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Old 10-17-2016, 05:47 PM   #17
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Thank you for real payload numbers. Not bad at all for a big diesel.
I just wanted to trucks payload number, I said 1580 lbs, it is actually 1598 lbs. I just wanted to correct my mistake.
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Old 10-17-2016, 06:48 PM   #18
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Take it to Cat Scale ASAP and weigh after topping off fuel and DEF. With driver is any gear that remains permanently in truck.

This will be your true "empty" or solo weight (truck won't ever be any lighter).

"Payload" is pretty much a marketing term. It's the axle/wheel maximums that are the payload determinant.

Either way you'll be able to see using genuine numbers.

FWIW, my 2004 Cummins Dodge 2WD manual trans weighed 7,240-lbs "empty" as above (includes a fiberglass cab height bed topper). Published ship weight was 6,860-lbs

My solo weight most days is 7,940-lbs. GVWR is 9000-lbs, but axle/wheel max is 10,750. Wouldn't concern me in the least to exceed the former. Or bump up over the latter.

At 212,000-miles my average fuel burn has been 21-mpg for all miles. About 50/50 town & country. 14-16 pulling this 35' Silver Streak. (South Central US).

I run the highway same speed solo or towing: 1,725-rpm/58-mph. Highs of 27-solo seen in best circumstance and never under 24 rain or shine, hot or cold, loaded or empty, crossing major cities, etc.

This is an early HPCR 5.9L Cummins rated 305HP/555TQ. Dead stock. Overpowered for any trailer of this type to ever hit the road.


1990 35' Silver Streak
2004 555 Cummins
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Old 10-17-2016, 07:55 PM   #19
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Very nice truck! I've been interested in these for quite some time. Love the black rims, have not seen that package yet anywhere near where I live. Please keep us posted on how it tows etc..
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Old 10-18-2016, 04:20 AM   #20
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Av8rsmd, Not sure if you meant me but I never exceeded my trucks 8,800 max tow. I tow commercially so I'm in State scales around the country & in Cali frequently. In fact I'm in Cali & just delivered a new 27' AS to Los Banos. DOT scales don't look at manufacturers max tow or payload they look at axle weights & CVWR.

You can max all the manufacturer numbers & be safe & reliable IF you have taken the time to do proper setup including weigh & distribute your axle loads & TW. A WDH & air bags make this easier & your tow safer. You can be way under any of the manufacturers numbers & have an unsafe set up. How? Tongue weight. Too little & you have a squirrelly trailer & an unsafe set up. Much like the lil Uhaul Mustang example vid that's on the forum.

230k miles on my truck well over half with some trailer in tow. Many combined loads at or near one "max" or another. Repairs $158 lift pump & a light switch. But like Slowmover I try not to abuse my equipment. Flat land towing is about all done at 65.
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Old 10-18-2016, 05:34 PM   #21
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I am looking at an Airstream 30foot w/ Slide according to Airstream Specification the UBW 7940#, GCWR 10000#, & a Tongue weight of 1050#. The advertise specifications are usually the Maximum so the actual trailer should come under these numbers.

I recently purchased a Nissan TitanXD with the Cummings 5.0 Liter the Users manual says it can tow 11,800#, the Titans payload is 1578#.

According to the Users Manual
The Titans XD GVWR is 8,800#
The Empty weight is 6699#
That should have given me 2101 Useful load
However the Door Plate says 1598#

Taking into account people Wife & myself 346#, Dog 65# Fuel 156#, DEF 39.6#, Luggage 100#, I calculate a load of 706#, that would leave 891# for trailer weight and stuff in the bed. However 1050# - 891#, means I’m 159# over Load Capacity of what it says on the door. Which means I can’t carry a Generator, or 5 Gallons of Diesel.

Personally, I doubt I'd load the trailer with 2000#s and I doubt the tongue weight will actually be that high, unless it is fully loaded. I guess I need to call the owner and see what the actual tongue weight is.

I found a 2001 30’ with a SlideOut and it was a much better fit, Its GCWR was 8700#, with the tongue weight of 780#, but by the time I calculated all of the numbers the 2001 was Sold.

Is this too much trailer for the Nissan?
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Old 10-18-2016, 06:33 PM   #22
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WD hitch "removes" 20-25% of TW.

Guesstimates really ain't worth much. Real numbers obtained from scale readings are all that count.

And axle/wheel ratings are the payload.


1990 35' Silver Streak
2004 555 Cummins
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Old 10-18-2016, 07:54 PM   #23
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Lets for a second assume payload/GVWR was not relevant and axle ratings was all that mattered. Why in the world would Ram or Toyota assign a lower payload/GVWR number to their trucks and put themselves in disadvantage compared to GM/Ford? Why wouldn't Ram slap 2000# on Ram EcoDiesel (instead of 850# a forum member mentioned)? The payload number is supposedly meaningless, right? Why wouldn't some automakers take advantage of this? Food for thought.
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Old 10-18-2016, 09:44 PM   #24
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Originally Posted by Paul Zmann View Post
I am looking at an Airstream 30foot w/ Slide according to Airstream Specification the UBW 7940#, GCWR 10000#, & a Tongue weight of 1050#. The advertise specifications are usually the Maximum so the actual trailer should come under these numbers.

...

Is this too much trailer for the Nissan?
The only number the will most likely be over is the tongue weight. If you are asking whether it will tow it, I'm sure that diesel will have no problem with it, but I'd bet you're over on payload ready to camp.

When I was younger I would love to show that my truck could something it was not prepared or equipped to do. I would load it heavy, take it through mud and get stuck, etc. It was fun testing the limits.

BTW, I love the XD. I think it's a great truck and I'm excited to see how they refine it for the next revision. I might be in the market again by then.

Good luck!
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Old 10-19-2016, 10:27 AM   #25
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Originally Posted by Paul Zmann View Post
I am looking at an Airstream 30foot w/ Slide according to Airstream Specification the UBW 7940#, GCWR 10000#, & a Tongue weight of 1050#. The advertise specifications are usually the Maximum so the actual trailer should come under these numbers.

I recently purchased a Nissan TitanXD with the Cummings 5.0 Liter the Users manual says it can tow 11,800#, the Titans payload is 1578#.

According to the Users Manual
The Titans XD GVWR is 8,800#
The Empty weight is 6699#
That should have given me 2101 Useful load
However the Door Plate says 1598#

Taking into account people Wife & myself 346#, Dog 65# Fuel 156#, DEF 39.6#, Luggage 100#, I calculate a load of 706#, that would leave 891# for trailer weight and stuff in the bed. However 1050# - 891#, means Iím 159# over Load Capacity of what it says on the door. Which means I canít carry a Generator, or 5 Gallons of Diesel.

Personally, I doubt I'd load the trailer with 2000#s and I doubt the tongue weight will actually be that high, unless it is fully loaded. I guess I need to call the owner and see what the actual tongue weight is.

I found a 2001 30í with a SlideOut and it was a much better fit, Its GCWR was 8700#, with the tongue weight of 780#, but by the time I calculated all of the numbers the 2001 was Sold.

Is this too much trailer for the Nissan?
All the numbers and weights to be utilised must be those on the specific unit you are going to match together, both trailer and TV. I mean the numbers on the plate fix to the vehicle. The users manuals are written to describe all the vehicles in the same line of product. The 2000 pounds capacity for the Titan XD is the one for the lightness version. I have a 2016 GMC Denali HD with Duramax. In the GMC book the max payload is 3050 pounds. This is for the standard cab with 8 foot long box with gas engine and max payload options. Mine is down to 2500 pounds.
Your set up is OK if you use a load distribution hitch properly settled up and for more assurance you may go on a scale for final tuning and you will have full confidence in your set up.
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Old 10-21-2016, 07:46 PM   #26
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WD hitch "removes" 20-25% of TW.

Guesstimates really ain't worth much. Real numbers obtained from scale readings are all that count.

And axle/wheel ratings are the payload.


1990 35' Silver Streak
2004 555 Cummins
So, the engineers who put the GVWR numbers on the placard inside the doors of vehicles know nothing about the vehicles? Nothing about stability control systems, anti lock brakes, transmission shift programming, engine management, body mounts, suspension calibration, crash worthiness of the package or any of the other many thousands of variables associated with a modern vehicle?
I'm sorry, i thought they designed vehicles with an understanding of the limits...
Silly me for believing that they knew what they were doing!
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Old 10-21-2016, 09:27 PM   #27
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Thank you for real payload numbers. Not bad at all for a big diesel.
Looking at the numbers it will pull most 30' Airstreams, but the 30 foot sliders some will exceed the Titans XD Turbo Diesel'' Capacity.
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Old 10-21-2016, 09:40 PM   #28
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So, the engineers who put the GVWR numbers on the placard inside the doors of vehicles know nothing about the vehicles? Nothing about stability control systems, anti lock brakes, transmission shift programming, engine management, body mounts, suspension calibration, crash worthiness of the package or any of the other many thousands of variables associated with a modern vehicle?
I'm sorry, i thought they designed vehicles with an understanding of the limits...
Silly me for believing that they knew what they were doing!
Bruce
Bruce, I don't think GVWR is anywhere near an exact science considering the variable use the truck performs.

Trailering a variety of trailer designs, box or streamlined, high or low center of gravity, independent suspension or not, good or bad weight distribution gear and setup, and so forth.

Or hauling loads in the bed with no trailer. Fore, aft, overhanging, high or low altering the truck's center of gravity.

Are all drivers of equal skill. Are all roads of equal condition. Traffic, weather, wind, rain, snow, ice.

Our two Ram 1500's feel more stable, handle and brake better when loaded over GVWR (but within axle ratings) and our Airstream attached with our weight distribution hitch equalizing the axle weights, than it is when not towing and the bed loaded within GVWR. I doubt this would be as true with a common box style trailer, or a less quality hitch setup.

The two truck ratings I find most useful for towing our Airstream are its GAWR (individual axle ratings) and GCWR (loaded truck and trailer) verified by a CAT scale. GCWR is the engineers' number advising us the truck can tow that total load and our experience agrees with them. GAWR is the engineers' number advising us the axles are sufficient for that weight, and our experience agrees with them.

Five years of using these Ram trucks for extensive Airstream and utility trailer towing and hauling loads at home is convincing, they perform beautifully and we have never had a single failure or repair needed. The first one looked and drove like new when we traded it, brakes barely worn and tires very good (except one out-of-round) at 50,000 miles.

I have no idea where they get the truck's GVWR (and payload thereby assigned) considering the variables involved, except perhaps as a shopping tool, marketing tool, or getting them through the Rams' 100,000 mile warranty at the least cost. I think it's their best effort, and I think we as operators can control or manage most of the variables.
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