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Old 01-31-2019, 07:52 AM   #29
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Fort Worth , Texas
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HP to Weight Ratio. (The now-obsolete category. Engine power hasnít mattered in ten or twenty years).

Braking & Steering are what matter. Suspension sophistication. Design of all of these. Low center of gravity. Short rear overhang.

(What a waste of posts above)

Whatís the rear overhang on each? (Centerpoint of rear axle to hitch ball). As stability IS what matters. The JK was pretty much the best vehicle in NA in the overhang category. (Weighs as much as my 1971 Chrysler).

The need for a pickup should be determined. That gear or tools or what have you that is a permanent addition. All miles. Until the day itís sold. Then the items which CANNOT be carried in passenger cab or the TT.

Driving around with an empty bed is outside design parameter. Pickups love to roll over. The type wreck akin to being gunshot: life-changing consequences (and a higher fatality rate). Only takes ONCE.

Putting a pickup ahead of an Airstream negates every advantage the TT brought to the table. The pickup will be the likelier source of having a wreck, not the TT. And itís a higher risk vehicle for every solo mile. Why is that vehicle considered smart?(lemming-think).

(I love how the benighted jump in here with accolades about their habits and driving skill. Which donít matter).

And hereís the other thing about the pick-up droolers : canít be bothered to buy the correct hitch, upgrade to TT disc brakes, etc. The necessary bandaids.

Worse, canít/donít use a certified scale to set the WDH.

Canít even get the trailer level (Job One with an Airstream). This is the highway default: truck dragging trailer which is bouncing on front axle. (No scale tickets? Then itís you, too, reader).

Worst tow vehicle possible is pickup. And hitch rigging adjusted to INCREASE the likelihood of a loss-of-control accident.

OP, whatís the weight/size/shape of what MUST be carried in the truck bed? Thatís what you must ask yourself. For if once hitched you ARENíT in the ballpark of 48-52% FF/RR weight distribution on the TV (always), something is wrong. Same for solo miles. SOLO MILES ARE THE DECIDING FACTOR. (But none of you understand what that means, do you? How it drives vehicle choice).

You all want to continue to act in a childish manner (feeeelinggzzz) have at it. Worst outcome, always, and turns what IS pleasurable into work. For nothing gained.

Gotta love all the ten & twenty year new guys whoíve never seen a heavier pickup they didnít lust over that much the harder. But whoíll stand there open-mouthed when asked to explain, ďwhyĒ? As they canít. (Unless one believes ad copy is king, ha!).

Surely canít be bothered to test any of it (if a few thousand around here, maybe a half-dozen bother. Lo, and behold!!).

ďOh, Iíll get a ticket for being overloaded! No, the limits are simple. If a crash, youíll be cited for Too Fast for Conditions on top of other mistakes. Private or commercial.

Given the pickup jones, anything above 50-mph would be citeable given terrible vehicle choice, terrible utilization, failure to upgrade as offsets, and failure to set hitch rigging properly. Youíre ALWAYS traveling too fast.

So long as travel conditions are perfect itís those days of false bravado, and then ONE day ó hell, a few seconds ó conditions arenít any longer good enough for a cripple.

Be sure to get that cripple tag hanging from the rear view. The mental category.

.
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Old 01-31-2019, 08:23 AM   #30
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I guess I'm lucky, none of the many pickup trucks I've owned has ever rolled over.
Fingers crossed though as I have to drive to work today in the rain, I'll post later today how it went.
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Old 01-31-2019, 09:41 AM   #31
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Quote:
Originally Posted by slowmover View Post
HP to Weight Ratio. (The now-obsolete category. Engine power hasnít mattered in ten or twenty years).

Braking & Steering are what matter. Suspension sophistication. Design of all of these. Low center of gravity. Short rear overhang.

(What a waste of posts above)

Whatís the rear overhang on each? (Centerpoint of rear axle to hitch ball). As stability IS what matters. The JK was pretty much the best vehicle in NA in the overhang category. (Weighs as much as my 1971 Chrysler).

The need for a pickup should be determined. That gear or tools or what have you that is a permanent addition. All miles. Until the day itís sold. Then the items which CANNOT be carried in passenger cab or the TT.

Driving around with an empty bed is outside design parameter. Pickups love to roll over. The type wreck akin to being gunshot: life-changing consequences (and a higher fatality rate). Only takes ONCE.

Putting a pickup ahead of an Airstream negates every advantage the TT brought to the table. The pickup will be the likelier source of having a wreck, not the TT. And itís a higher risk vehicle for every solo mile. Why is that vehicle considered smart?(lemming-think).

(I love how the benighted jump in here with accolades about their habits and driving skill. Which donít matter).

And hereís the other thing about the pick-up droolers : canít be bothered to buy the correct hitch, upgrade to TT disc brakes, etc. The necessary bandaids.

Worse, canít/donít use a certified scale to set the WDH.

Canít even get the trailer level (Job One with an Airstream). This is the highway default: truck dragging trailer which is bouncing on front axle. (No scale tickets? Then itís you, too, reader).

Worst tow vehicle possible is pickup. And hitch rigging adjusted to INCREASE the likelihood of a loss-of-control accident.

OP, whatís the weight/size/shape of what MUST be carried in the truck bed? Thatís what you must ask yourself. For if once hitched you ARENíT in the ballpark of 48-52% FF/RR weight distribution on the TV (always), something is wrong. Same for solo miles. SOLO MILES ARE THE DECIDING FACTOR. (But none of you understand what that means, do you? How it drives vehicle choice).

You all want to continue to act in a childish manner (feeeelinggzzz) have at it. Worst outcome, always, and turns what IS pleasurable into work. For nothing gained.

Gotta love all the ten & twenty year new guys whoíve never seen a heavier pickup they didnít lust over that much the harder. But whoíll stand there open-mouthed when asked to explain, ďwhyĒ? As they canít. (Unless one believes ad copy is king, ha!).

Surely canít be bothered to test any of it (if a few thousand around here, maybe a half-dozen bother. Lo, and behold!!).

ďOh, Iíll get a ticket for being overloaded! No, the limits are simple. If a crash, youíll be cited for Too Fast for Conditions on top of other mistakes. Private or commercial.

Given the pickup jones, anything above 50-mph would be citeable given terrible vehicle choice, terrible utilization, failure to upgrade as offsets, and failure to set hitch rigging properly. Youíre ALWAYS traveling too fast.

So long as travel conditions are perfect itís those days of false bravado, and then ONE day ó hell, a few seconds ó conditions arenít any longer good enough for a cripple.

Be sure to get that cripple tag hanging from the rear view. The mental category.

.
Slowmover's personal tow vehicle choice is a Dodge 2500(3/4 ton) manual transmission diesel pickup as shown in his public profile.Lol
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Old 01-31-2019, 09:42 AM   #32
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Quote:
Originally Posted by slowmover View Post
HP to Weight Ratio. (The now-obsolete category. Engine power hasnít mattered in ten or twenty years).

Braking & Steering are what matter. Suspension sophistication. Design of all of these. Low center of gravity. Short rear overhang.

(What a waste of posts above)

Whatís the rear overhang on each? (Centerpoint of rear axle to hitch ball). As stability IS what matters. The JK was pretty much the best vehicle in NA in the overhang category. (Weighs as much as my 1971 Chrysler).

The need for a pickup should be determined. That gear or tools or what have you that is a permanent addition. All miles. Until the day itís sold. Then the items which CANNOT be carried in passenger cab or the TT.

Driving around with an empty bed is outside design parameter. Pickups love to roll over. The type wreck akin to being gunshot: life-changing consequences (and a higher fatality rate). Only takes ONCE.

Putting a pickup ahead of an Airstream negates every advantage the TT brought to the table. The pickup will be the likelier source of having a wreck, not the TT. And itís a higher risk vehicle for every solo mile. Why is that vehicle considered smart?(lemming-think).

(I love how the benighted jump in here with accolades about their habits and driving skill. Which donít matter).

And hereís the other thing about the pick-up droolers : canít be bothered to buy the correct hitch, upgrade to TT disc brakes, etc. The necessary bandaids.

Worse, canít/donít use a certified scale to set the WDH.

Canít even get the trailer level (Job One with an Airstream). This is the highway default: truck dragging trailer which is bouncing on front axle. (No scale tickets? Then itís you, too, reader).

Worst tow vehicle possible is pickup. And hitch rigging adjusted to INCREASE the likelihood of a loss-of-control accident.

OP, whatís the weight/size/shape of what MUST be carried in the truck bed? Thatís what you must ask yourself. For if once hitched you ARENíT in the ballpark of 48-52% FF/RR weight distribution on the TV (always), something is wrong. Same for solo miles. SOLO MILES ARE THE DECIDING FACTOR. (But none of you understand what that means, do you? How it drives vehicle choice).

You all want to continue to act in a childish manner (feeeelinggzzz) have at it. Worst outcome, always, and turns what IS pleasurable into work. For nothing gained.

Gotta love all the ten & twenty year new guys whoíve never seen a heavier pickup they didnít lust over that much the harder. But whoíll stand there open-mouthed when asked to explain, ďwhyĒ? As they canít. (Unless one believes ad copy is king, ha!).

Surely canít be bothered to test any of it (if a few thousand around here, maybe a half-dozen bother. Lo, and behold!!).

ďOh, Iíll get a ticket for being overloaded! No, the limits are simple. If a crash, youíll be cited for Too Fast for Conditions on top of other mistakes. Private or commercial.

Given the pickup jones, anything above 50-mph would be citeable given terrible vehicle choice, terrible utilization, failure to upgrade as offsets, and failure to set hitch rigging properly. Youíre ALWAYS traveling too fast.

So long as travel conditions are perfect itís those days of false bravado, and then ONE day ó hell, a few seconds ó conditions arenít any longer good enough for a cripple.

Be sure to get that cripple tag hanging from the rear view. The mental category.

.
Slowmover's personal tow vehicle of choice is a Dodge 2500(3/4 ton) manual transmission diesel pickup as shown in his public profile.Lol
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Old 01-31-2019, 04:35 PM   #33
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Hiawassee , Georgia
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Quote:
Originally Posted by slowmover View Post
HP to Weight Ratio. (The now-obsolete category. Engine power hasnít mattered in ten or twenty years).

Braking & Steering are what matter. Suspension sophistication. Design of all of these. Low center of gravity. Short rear overhang.

(What a waste of posts above)

Whatís the rear overhang on each? (Centerpoint of rear axle to hitch ball). As stability IS what matters. The JK was pretty much the best vehicle in NA in the overhang category. (Weighs as much as my 1971 Chrysler).

The need for a pickup should be determined. That gear or tools or what have you that is a permanent addition. All miles. Until the day itís sold. Then the items which CANNOT be carried in passenger cab or the TT.

Driving around with an empty bed is outside design parameter. Pickups love to roll over. The type wreck akin to being gunshot: life-changing consequences (and a higher fatality rate). Only takes ONCE.

Putting a pickup ahead of an Airstream negates every advantage the TT brought to the table. The pickup will be the likelier source of having a wreck, not the TT. And itís a higher risk vehicle for every solo mile. Why is that vehicle considered smart?(lemming-think).

(I love how the benighted jump in here with accolades about their habits and driving skill. Which donít matter).

And hereís the other thing about the pick-up droolers : canít be bothered to buy the correct hitch, upgrade to TT disc brakes, etc. The necessary bandaids.

Worse, canít/donít use a certified scale to set the WDH.

Canít even get the trailer level (Job One with an Airstream). This is the highway default: truck dragging trailer which is bouncing on front axle. (No scale tickets? Then itís you, too, reader).

Worst tow vehicle possible is pickup. And hitch rigging adjusted to INCREASE the likelihood of a loss-of-control accident.

OP, whatís the weight/size/shape of what MUST be carried in the truck bed? Thatís what you must ask yourself. For if once hitched you ARENíT in the ballpark of 48-52% FF/RR weight distribution on the TV (always), something is wrong. Same for solo miles. SOLO MILES ARE THE DECIDING FACTOR. (But none of you understand what that means, do you? How it drives vehicle choice).

You all want to continue to act in a childish manner (feeeelinggzzz) have at it. Worst outcome, always, and turns what IS pleasurable into work. For nothing gained.

Gotta love all the ten & twenty year new guys whoíve never seen a heavier pickup they didnít lust over that much the harder. But whoíll stand there open-mouthed when asked to explain, ďwhyĒ? As they canít. (Unless one believes ad copy is king, ha!).

Surely canít be bothered to test any of it (if a few thousand around here, maybe a half-dozen bother. Lo, and behold!!).

ďOh, Iíll get a ticket for being overloaded! No, the limits are simple. If a crash, youíll be cited for Too Fast for Conditions on top of other mistakes. Private or commercial.

Given the pickup jones, anything above 50-mph would be citeable given terrible vehicle choice, terrible utilization, failure to upgrade as offsets, and failure to set hitch rigging properly. Youíre ALWAYS traveling too fast.

So long as travel conditions are perfect itís those days of false bravado, and then ONE day ó hell, a few seconds ó conditions arenít any longer good enough for a cripple.

Be sure to get that cripple tag hanging from the rear view. The mental category.

.
ď...why thatís genuine frontier gibberish.....Ē
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Old 01-31-2019, 07:41 PM   #34
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Originally Posted by KK4YZ View Post
ď...why thatís genuine frontier gibberish.....Ē
So that's what it is? I've been struggling to understand Mr Movers posts for a few years and thought I had some defect in comprehension. Great thing about this forum is lots of smart people that make this way more than just about trailers.

Apologies to OP for the divergence.

oh and I managed another 60 miles in my pickup today without rolling . Fhew...
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Old 01-31-2019, 07:55 PM   #35
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Rotfl
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Old 01-31-2019, 10:44 PM   #36
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Hi, someone on this forum has been preaching the same cr*p since before he changed his name to protect himself. He is the only one here that knows what he is doing and the only one here doing it right.

I would guess that over 99% of Airstreamer's on this forum have made it to their destination and back without problems. And with every imaginative combination of trailers, hitches, and tow vehicles Etc.
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Old 02-01-2019, 05:40 AM   #37
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Quote:
Originally Posted by AlinCal View Post
So that's what it is? I've been struggling to understand Mr Movers posts for a few years and thought I had some defect in comprehension. Great thing about this forum is lots of smart people that make this way more than just about trailers.

Apologies to OP for the divergence.

oh and I managed another 60 miles in my pickup today without rolling . Fhew...
Thatís a line from Blazing Saddles. It seems so appropriate here.
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Old 02-01-2019, 06:31 AM   #38
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Okay, Iíd like to thank you all for your responses. I think I have enough information now to evaluate/re-evaluate my situation, my options. I think we can close this conversation now. Much appreciated.
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Old 02-03-2019, 10:05 AM   #39
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We pulled our 2016 airstream 22 FT Bambi with a 2014 Dodge hemi Durango Citadel. Our Airstream is luxurious, and this Dodge Hemi Durango Citadel has all the bells and whistleís. A perfect match for Glamping.The eight speed transmission makes our adventures a joy .We now we pull a 2018 25FT International serenity . Have not been disappointed in the performance, or the ability to adventure wherever we like.
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Old 02-03-2019, 10:23 AM   #40
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There was a Jeep parked next to us a last month at Josuha Tree that was towing a similar size trailer to yours. It was new and a rental rig. He hated it. Consider wind noise for long trips and lack of torque even with a diesel. I have a V10 VW TDI with 560#
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Old 02-03-2019, 11:21 AM   #41
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If a little is good, more is better, & too much is just right

ANY late model F-150 will tow a 22 - 25 ft AS. If revs are your issue just get a properly equipped 6.7 Ford or Cummings diesel and you can pull up and descend at about 1800 to 2500 rpm pulling your trailer and 4 more attached behind it. DONT decide on advertised sales brochures. DO download the manufacturer's Towing Guide and check vehicle equipment options (engine, body style, rear axle ratios etc), vs your towing requirements. Towing capabilities, carrying capacity, combined weight ratings etc vary widely among vehicles within the same family of vehicles, ie F150, 1500, Cherokee, yada yada yada. Happy and safe hauling to ya!
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Old 02-03-2019, 02:46 PM   #42
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I think the Gladiator would be a good match to the Sport 22, it is just that you will likely have to use a greater portion of the full rpm band, and that may be what you don't like about your current V8.
Agreed.

While I really enjoy towing with a car, the Gladiator appeals to me. (I liked the last Jeep pickups too.) So I had a look at the specifications. The 3.6 Pentastar is a known quantity - 260 lbs ft at 4400 rpm. The best tow rating comes with the Sport package, 4.1:1 final drive, and the 8 speed automatic. I expect that this is the 8HP70 unit.

Using gear ratios I found online, I expect that a Gladiator towing an Airstream would accelerate and climb very well. The downside - there may not be enough power left over in 7th gear at 65 mph (2500 rpm) to pull even moderate grades, so you may end up spending a lot of time in 6th at 3000 rpm (where it would pull very well). This is based on the assumption that the relatively high and square truck body will create noticeably more drag than a car or SUV in concert with the Airstream.

I expect that the Gladiator would do a fine job of towing, at least from a power perspective, but if you are expecting strong highway performance akin to a large turbodiesel and not having to slow down for hills, you won't be happy.
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