Questions about towing a 25FB with a F150

[barrettjl]

Thanks to all for the replies!

I had misunderstood how a WD hitch worked; I didn't realize it would take some weight off the truck. With that in mind, we'll go with the F150.

The "stuff" I included in our payload included things like generators and other things we'll take that won't go in the Airstream. So, while having a bit more capacity from a 3/4 ton would be nice, we simply can not park one where it must go, the F150 should work for us.

We hope to be ordering the truck and trailer within a week or so!

Thanks again!

[msmcv51]

The one thing I have not read yet is about gross combined weight rating ( G.C.W.R. ). I had a C.D.L. for twenty years and when hauling a trailer the combined rating is very important. We have a 1987 25' Soverign and tow it with a 2001 F-150 supercrew with a 5.4 engin and tow package. This past year we towed over 5,000 miles over mountians and in the flat lands with no problems. When we buy a new truck it will be the F-150 with the ecoboost .

[AirHeadsRus]

Originally Posted by ROBERT CROSS

You will be surprised how quickly the lbs add up.
Give your self plenty of wiggle room.

POI...our unhitched tongue weight for these tickets was over 1100lbs.
The first,(left) is w/o wd set, the second set for towing.

Sweet Streams.....

Bob

Bob,

I've got my numbers up on a thread I started with my CAT numbers. It was pointed out to me that I was way over my 6800 lbs for trailer GVWR. I was looking at your numbers with your trailer axles coming in at 7600 LBS. Colonial has a 03 25 ft Classic showing a Trailer GVWR of 7300 LBS. With your tongue weight of 1100 LBS, are you over as well? I do not really understand all the codes.
Maybe somebody can splane to me so I can understand.
Thanks,
Joe

[scf31]

There is 1 important factor I havnt saw in this post, The bigger the T/V the bigger the brakes!!!

[ROBERT CROSS]

Originally Posted by AirHeadsRus

Bob,

I've got my numbers up on a thread I started with my CAT numbers. It was pointed out to me that I was way over my 6800 lbs for trailer GVWR. I was looking at your numbers with your trailer axles coming in at 7600 LBS. Colonial has a 03 25 ft Classic showing a Trailer GVWR of 7300 LBS. With your tongue weight of 1100 LBS, are you over as well? I do not really understand all the codes.
Maybe somebody can splane to me so I can understand.
Thanks,
Joe

Joe,

Simple answer....yes.
PM sent.

Bob

[AirHeadsRus]

Originally Posted by ROBERT CROSS

Joe,

Simple answer....yes.
PM sent.

Bob

Thanks Bob, got the PM.

Barrettjl
Please excuse the temporary highjack of your thread,
Joe

[Road Ruler]

Originally Posted by scf31

There is 1 important factor I havnt saw in this post, The bigger the T/V the bigger the brakes!!!

........ and the bigger the weight.

[rbs]

2011 F150 SCREW FX4 143" wheelbase (5.5' shortbed) Max Trailer Tow Pkg 3.73 rear end

Ratings:

Front GAWR 3750
Rear GAWR 4050
GVWR 7650 w/P275/65R 18 @ 35 psi tires
GCWR 17100
Max Trailer Wt 11,300

Actual Weights:

CAT scale w/full tank, 2 adults, approx 100 lbs extra cargo
Front axle 3520 Rear Axle 2800 = 6320 gross

CAT scale w/full tank etc and 25' Classic
Front axle 3280 Rear Axle 3660 Trailer Axle 5460 = 12400 gross

I plan on adjusting the weight distribution to fine tune and have actually ordered a ProPride hitch (peace of mind factor), but we towed this setup over 700 miles bringing it home, using the EAZ-Lift WD hitch and it pulled great. I will add that the disk brakes on this truck are apparently oversized and more than up to the task. I honestly think that once we have the weight distributed correctly, there won't be much we'll have to leave at home or worry about. This combination had absolutely no issue with pulling the 25' Classic up the hills on I-44 in Oklahoma & Missouri and only downshifted twice in entire trip. Gas mileage fighting a significant headwind and the hills average 11+ and once on the flats of Illinois 13 pushing 14 mpg. The truck might get better mileage, as we get some more miles on it, is was literally next to brand new for this trip. We kept the speed between 60 - 65 mph, used the tow mode on transmission and locked out overdrive. I have owned quite a few trucks, and this F150 is one sweet truck.

All of this is worth what I charged.

Rod

[DMT]

Originally Posted by rbs

2011 F150 SCREW FX4 143" wheelbase (5.5' shortbed) Max Trailer Tow Pkg 3.73 rear end

Ratings:

Front GAWR 3750
Rear GAWR 4050
GVWR 7650 w/P275/65R 18 @ 35 psi tires
GCWR 17100
Max Trailer Wt 11,300

Actual Weights:

CAT scale w/full tank, 2 adults, approx 100 lbs extra cargo
Front axle 3520 Rear Axle 2800 = 6320 gross

CAT scale w/full tank etc and 25' Classic
Front axle 3280 Rear Axle 3660 Trailer Axle 5460 = 12400 gross

I plan on adjusting the weight distribution to fine tune and have actually ordered a ProPride hitch (peace of mind factor), but we towed this setup over 700 miles bringing it home, using the EAZ-Lift WD hitch and it pulled great. I will add that the disk brakes on this truck are apparently oversized and more than up to the task. I honestly think that once we have the weight distributed correctly, there won't be much we'll have to leave at home or worry about. This combination had absolutely no issue with pulling the 25' Classic up the hills on I-44 in Oklahoma & Missouri and only downshifted twice in entire trip. Gas mileage fighting a significant headwind and the hills average 11+ and once on the flats of Illinois 13 pushing 14 mpg. The truck might get better mileage, as we get some more miles on it, is was literally next to brand new for this trip. We kept the speed between 60 - 65 mph, used the tow mode on transmission and locked out overdrive. I have owned quite a few trucks, and this F150 is one sweet truck.

All of this is worth what I charged.

Rod

I wrote a post on my F150 experience earlier this year There is a way to insert a link to a post, instead of re-writing or copying it, but I haven't found out how to do that on the iPad. In any event, my numbers are as indicated below. I can understand the appeal of the 1/2 ton over the 3/4 for reasons of lower height, fuel economy and lower initial cost. Adding the Ecoboost factor in tips the scale even further, at least for those who drive the TV frequently without the TT. I will likely trade my F150 this spring and to be honest I am not certain what I will buy. It will either be a Tundra or the GMC Sierra HD diesel.

No comments from me on your choice of vehicle. The only advice I would offer would be to try to get the dealer to provide LT rated tires on your new truck.


I have an 09 F150 4x4 SuperCrew with the 157" wheelbase, 3.73 axle and max trailer towing package (11,100 lbs). The truck came with 20" P rated tires, and the door sticker states the maximum weight of occupants and cargo must not exceed 878 lbs. My axle ratings, also on the door sticker, are GAWRf 4050lbs and GAWRr 4000 lbs. The GVWR is somewhat less at 7200 lbs.

I threw out the stock tires and have since installed a set of 10 ply Michelins. I don't know how much of the truck's weight restriction was influenced by the stock tires. After five trips through the scales and several different hitch setups I concluded that there is no way to load distribute enough tongue weight to get the rear axle load under the stated GAWR. I tow a 2011 International 27FB. The tongue weight is 700 lbs I think.

The best I have achieved was with the following conditions. Trailer tanks empty, truck full of gas, two adults, two children, one dog, two bicycles in the back along with a couple of lawn chairs and a barbecue, propane tank and 5 ga fresh water jerry can. The hitch is a Reese dual cam with 800# bars and enough stress after hitch up to bend the bars slightly.

Measured Axle load at scale (versus listed GWR)
Front axle: 3902 (4050)
Rear axle: 4277 (4000)

Total truck: 8179 (7200)

Trailer axles: 5842 (7600)

Check out the sticker on your door. I have no problem pulling my 27FB; my issue is payload.

[ROBERT CROSS]

Rod,

DMT makes a good point a tire up-grade would be a very good idea.

AS far as payload goes...if your comfortable with the 390lbs, it sounds like a really good set-up for you.

AS must have put the Classic's on a drastic diet, I could NEVER match that trailer weight with ours. 7640lbs, 15960 Combined.

Bob

[rbs]

Originally Posted by DMT

I wrote a post on my F150 experience earlier this year There is a way to insert a link to a post, instead of re-writing or copying it, but I haven't found out how to do that on the iPad. In any event, my numbers are as indicated below. I can understand the appeal of the 1/2 ton over the 3/4 for reasons of lower height, fuel economy and lower initial cost. Adding the Ecoboost factor in tips the scale even further, at least for those who drive the TV frequently without the TT. I will likely trade my F150 this spring and to be honest I am not certain what I will buy. It will either be a Tundra or the GMC Sierra HD diesel.

No comments from me on your choice of vehicle. The only advice I would offer would be to try to get the dealer to provide LT rated tires on your new truck.


I have an 09 F150 4x4 SuperCrew with the 157" wheelbase, 3.73 axle and max trailer towing package (11,100 lbs). The truck came with 20" P rated tires, and the door sticker states the maximum weight of occupants and cargo must not exceed 878 lbs. My axle ratings, also on the door sticker, are GAWRf 4050lbs and GAWRr 4000 lbs. The GVWR is somewhat less at 7200 lbs.

I threw out the stock tires and have since installed a set of 10 ply Michelins. I don't know how much of the truck's weight restriction was influenced by the stock tires. After five trips through the scales and several different hitch setups I concluded that there is no way to load distribute enough tongue weight to get the rear axle load under the stated GAWR. I tow a 2011 International 27FB. The tongue weight is 700 lbs I think.

The best I have achieved was with the following conditions. Trailer tanks empty, truck full of gas, two adults, two children, one dog, two bicycles in the back along with a couple of lawn chairs and a barbecue, propane tank and 5 ga fresh water jerry can. The hitch is a Reese dual cam with 800# bars and enough stress after hitch up to bend the bars slightly.

Measured Axle load at scale (versus listed GWR)
Front axle: 3902 (4050)
Rear axle: 4277 (4000)

Total truck: 8179 (7200)

Trailer axles: 5842 (7600)

Check out the sticker on your door. I have no problem pulling my 27FB; my issue is payload.

You must have been looking at your sticker wrong, Kgs vs LBS.
I have attached my CAT scale slips and a photo of my door sticker. The truck came with Goodyear tires, which I have never had any fondness for, so they will be replaced. The scale sheets indicate that the Airstream's weight is actually right on the factories spec's, empty with full propane. From what I have read here and talking with ProPride, I won't have any trouble distributing the weight to give me a safe package. I don't plan on hauling all that much, but if things change they will probably still be building 3/4 Ton's

[DMT]

Originally Posted by rbs

You must have been looking at your sticker wrong, Kgs vs LBS.
I have attached my CAT scale slips and a photo of my door sticker. The truck came with Goodyear tires, which I have never had any fondness for, so they will be replaced. The scale sheets indicate that the Airstream's weight is actually right on the factories spec's, empty with full propane. From what I have read here and talking with ProPride, I won't have any trouble distributing the weight to give me a safe package. I don't plan on hauling all that much, but if things change they will probably still be building 3/4 Ton's

No mistake. 878# is the stated maximum payload limit for occupants and cargo.

Thanks for posting your vehicle data. As your truck and mine are essentially the same except for the trim, this proves to me that my payload restriction is the result of the stock 20" P rated tires.

[Wayward]

I tow our 25' Safari with both an F250 and an F150. The F150 has alot of time on it pulling the Airstream and is getting up there in miles. It has a v6 and manual transmission. It is a great tow vehicle. Very stable. Nicer to drive around after the trailer is disconnected compared to the F250. Key F150 upgrades I made that made a big difference were high load range tires, extra leaf spring and 4:30 rear end gear ratio.

The rear gear swap offers a big difference on smaller displacement engines as they make it easier to keep the engine on the power curve. Gas mileage was better with the 4:30 gears when towing. About the same otherwise. It does OK in the mountains but we will use the f250 there if we can.

The truck you mention has way more power and far better tranny/engine controller for towing than my old f150. Go for it!

[rodsterinfl]

We have a 1987 25' Soverign and tow it with a 2001 F-150 supercrew with a 5.4 engin and tow package. This past year we towed over 5,000 miles over mountians and in the flat lands with no problems. When we buy a new truck it will be the F-150 with the ecoboost .

A work buddy gave me a trailer towing DVD he bought and it really explains, in detail, all of this stuff. Your comment about mountains and combined weight is important. The video says that it is especially important in higher altitudes where less oxygen reduces engine power as much as 20%. They refer to the 20% rule - that you add 20% more to the actual figures of weight etc. to compensate for ALL towing conditions. In that scenario, I too would need an ecoboost. My 4.6 HO 3V w/ tow package, has only a 12% above margin with a Safari 25'. I believe not twenty. So higher mountain altitudes would be slow going.