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Old 11-27-2013, 10:17 AM   #1
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Final weight calculations

2013 F150 Super Crew 4x4 with 5.0L 145" WB and 3.55 rear end. It has the factory tow package with the 7350# GVWR package. Max GVWR is 13,500. Payload is 1425

The 2014 Flying Cloud 25' GVWR is 7,300 with a hitch weight of 837 lbs. The batteries and 2 full lp tanks are included in that weight, so I added 100 lbs for weight distribution ( decided on a Reese dual cam with 1200 lbs bars). So 15% of 937 is 797 lbs which I take off my payload of 1425 lbs leaving me 628 lbs of available cargo.

With me in the truck. it weighs 6,220 lbs. So if I add in 628 lbs that takes me to 6,848 lbs. If the trailer with cargo ready to be towed is 6550 lbs and the truck is 6848 lbs , together I am at 13398 lbs.

So if my towing weight is ok, my payload weight is ok, and my combined weight is ok....then I should be good to go.

Did I miss anything?
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Old 11-27-2013, 11:31 AM   #2
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The only real way to know weights is to put your truck and trailer on the scales. That will give you actual numbers which you can compare with the specified maximum weights on the truck and trailer stickers. I do this with my rigs loaded, as I normally travel, water on board, normal tools and food and "stuff" in both units.
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Old 11-27-2013, 11:50 AM   #3
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I pull a lighter 25' with a Reese dual cam. I use 800 lb bars. I started with 1000 lb bars and went down.
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Old 11-27-2013, 12:26 PM   #4
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The only thing I see is that you haven't considered the rear axle weight rating of the truck and axle ratings of the trailer axles, as stated above, you really need to weigh it ready to go determine these and the other values.
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Old 11-27-2013, 12:47 PM   #5
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There is a sticker on the diver door that says Front GAWR 3750 lbs, Rear GAWR 4050 lbs.

As for the trailer actual weight, I have to go with factory weights. The trailer I am ordering will not be built until mid Jan 2014.

My truck weight is actual, weighed it this AM.
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Old 11-27-2013, 01:29 PM   #6
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If you weigh more than 150lbs subtract that difference along with any passengers weight and any cargo in cab or bed it all counts against payload.
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Old 11-28-2013, 07:27 PM   #7
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Scaled weight should show separate readings for front and rear axles.

On the TT, with a loaded weight of 90% of max and a TW of 780 @ 12%, you shouldn't have a problem. These are but guesstimates, and reality is in obtained numbers.

And, understand, that WEIGHT is not the critical factor. The tow vehicle, the trailer and the quality of the lash-up are the three main parts of the puzzle. Tongue weight is a detail when it comes to a reliable and stable combination vehicle.

So long as FF/RR axle/tire ratings are not exceeded, getting the thing dialed in is only a matter of some perseverance. The TV will carry only a percentage of TW and that number is an unknown until the rig is hitched and taken to a certified scale.

.
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Old 11-28-2013, 07:33 PM   #8
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Weight on a light duty 1/2 ton pickup is a critical factor.
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Old 12-02-2013, 09:13 PM   #9
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Quote:
Originally Posted by Moflash View Post
Weight on a light duty 1/2 ton pickup is a critical factor.
No, sir, it is not. The design and construction of the trailer is what is important, and WITH that, the same for the tow vehicle. Getting the lash up correct is a set of details, but only after the evaluation of the two vehicles is complete.

One can find "lightweight" trailers with terrible aero and crap suspensions that would tax any tow vehicle. Weight will NOT be a factor in how stable a tow is possible.

A great TT behind a crap TV is hardly a good choice. Far from it, in fact.

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Old 12-02-2013, 09:21 PM   #10
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You are on Airstream Forum so quality and build is not a issue.We all have Airstreams.
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Old 12-02-2013, 09:56 PM   #11
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So why the consideration that weight is "critical", hmm?
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Old 12-02-2013, 10:19 PM   #12
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Our 2013 25FB International Serenity literature tongue weight showed 837 pounds. The factory scaled weight at the end of the production line was actually 5,665 pounds versus the literature 5,612 pound weight. The dealer installed a 150 watt solar panel, street side and rear ZipDee awnings, Centramatic wheel balancers and I installed a Hensley hitch head on the trailer at the dealership. My Shurline scale showed 1,150 pound tongue weight with full propane tanks and a little water in the fresh water tank.

My initial tow vehicle was a 2007 Mercedes ML 320 CDI diesel with a 1,170 payload capability. I drove it from Phoenix to CanAM in London, Ontario, Canada to have the hitch reinforced as this was a an issue for this vehicle. When I brought the new empty trailer home and went across the CAT scales all was well with the numbers. We loaded the trailer for camping and the wife and I drove across the CAT scales with a few items in the back of the car. To my surprise, now the front axle was overloaded and the SUV GVW was exceeded. The driveline made different noises with the trailer now weighing 40% more than the suggested towed trailer rating.

I was perplexed how others (especially in Canada) were towing up to 31' Airstreams with the newer versions of this car. It suddenly dawned on me that the 7,200 pound towing rating on the newer models was perhaps reflecting some changes in the drive line or that my car with over 100,000 miles was now not up to the task.

I acquired a 2012 Ram 2500HD 4x4 diesel pickup and made serious modifications to many parameters related to towing including a 22 gallon larger under body fuel tank, self leveling air suspension system, improved fuel and oil filtration, extra cooling for both differentials, and temperature sensors for the transmission, both differentials and turbo charger EGT. The camper shell provides covered secure storage four the generators, extra gasoline and propane tanks, ladder and other supplies.

On a recent trip with a full fresh water tank, full propane tanks, food and all our gear, the trailer weighed 6,960 pounds (GVW is 7,300 pounds) with a 1,080 tongue weight on the truck.

We are switching to a longer and heavier trailer in January and the Dodge is sized to handle the heavier trailer weight and tongue weights even after the new trailer modifications are completed.

I suggest asking folks with the same model and year trailer what their real weights are to ensure whatever you purchase to tow with is up to the task.
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Old 12-02-2013, 11:40 PM   #13
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Quote:
Originally Posted by slowmover View Post
So why the consideration that weight is "critical", hmm?
I suggest that you take the time to re read this thread.
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Old 12-03-2013, 01:18 AM   #14
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Switz, in recent days you have posted tongue weights of 1200# and 1080#.

Your 1200# weight was obtained with the Shurline scale under the hitch jack. Some time ago mojo weighed his tongue at the hitch jack, then moved it out on the stinger to where the scale rests on the tow vehicle receiver. The difference was 200#.

http://www.airforums.com/forums/f464...ml#post1317339

How can we give the o.p. good advice with these variations in numbers.

Hundreds of us tow mid-sized Airstreams (and larger) without difficulty using trucks very similar to his, and have for many years. Some are paving a path with inconsistent and questionable numbers, and loaded with gear for every possible scenario, leading only to heavy duty trucks, which can be problematic in emergency handling situations. Maybe not the best choice for a mid-sized Airstream.
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