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Old 05-31-2015, 10:12 AM   #29
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Ram ecodiesel

Do yourself a favor and get the 2500 you will have the weight capacity to take all the things you will be wanting to make camping enjoyable. The stated tongue weight is always low and much of that will be added to the truck. It will cost more up front but will cost a lot more if you by the wrong truck first. Best of luck Rand
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Old 05-31-2015, 10:57 AM   #30
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We have the Eco diesel and pull a 31 fc. Scale weight is 12800 with half water. Pulls fine on the hills on the east. We don't pack heavy and do around 300 mi trips. Truck works fine, 17.3 mpg.
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Old 05-31-2015, 11:10 AM   #31
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The literature tongue weight for our new 2013 25FB International Serenity was 833 pounds. The dealer installed both a rear and street side awning and a 150 watt solar panel. When I got there, we attached the Hensley hitch head. With full propane and water tanks, the scales reported 1,150 pounds of tongue weight.

I put all the heavy tools back in the dinette area to help counter balance the other stuff stored in front and we loaded our stuff to go camping. Tongue weight was now 1,175 pounds.

While chatting about engines and weights, one also needs to check the hitch tongue load rating as well as how much weight it is rated to pull. While the static tongue weight is a starting point, remember that the concept of weight distribution is using the hitch as a fulcrum. That "lower the nose of the truck" leverage puts additional stress on the truck receiver.

So in my case. the 2012 Ram 2500HD diesel had a factory 1,200 pound rated receiver. There had been a few reports of weld issues at the ends of the round tube to which the receiver was attached. Simple solution, we cut off the factory receiver and installed a Curt 15049 receiver rated 2,550 pounds tongue weight and a 17,000 pound tow rating.

All systems of the tow vehicle must be considered. Does it come with "P" rated tires or "LT" tires. Are they standard sidewall or low profile sidewalls? Compare tire load capacity and pressure with the axle ratings.

When I started looking for a truck, I thought the Ford F150 eco-twin turbo gas would be nice. I speced the bare bones versus the fully loaded. The "glitz" used up 540 pounds of the 1,900 pound payload. Suddenly, that Ford truck option was not to be on our list to consider.
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Old 06-01-2015, 07:19 AM   #32
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Having shopped 1/2 tons extensively, I found that most 1/2 ton crew cabs in the higher trim levels have a rated payload (per the tire pressure/payload sticker on the truck) of 1500-1600 lbs. Ford's 2014 and earlier Laramie crew cab with the 3.5 liter turbo and the max trailer tow and max payload packages (hard to find but out there) stickered at 1730 lbs. For 2014/2015 Chevy/GMC makes a "max trailer tow" package that will give you 1930 lbs. or 1860 lbs. if you have a sunroof. Supposedly Ford will start making this fall a max payload package that will exceed 2000 lbs. the bad news is that option choices are limited, including being stuck with a 20 gallon fuel tank. The Chevy/GMC models are very rare and production is limited. If you go on Ram's website and use their payload calculator, you'll see that the company only approaches those capacities in "work truck" extended or regular cab configurations.
I leave to others to opine on the merits of putting 10, 20, 30 percent more weight on the truck than its rated by the manufacturer to carry.
BTW, exhaust brakes on a diesel merely compensate for the fact that diesels run unthrottled, unlike gasoline engines, and therefore provide minimal engine braking. The exhaust brake simply duplicates the effect of the throttle in a gasoline engine. The fast lane truck guys took a 2014 Silverado with the max trailer tow packs down the 7% "Ike Gauntlet" grade on I-70 in Colorado and maintained 60 mph pulling a 10,000 lb. trailer without ever using the service brakes. Interestingly, until a few years ago the Ford "Powerstroke" diesel did not have an exhaust brake, which made long descents kind of interesting. That said, with a maximum GVWR of 10,000 lbs., there's no Airstream that should seriously challenge the braking capabilities of any tow vehicle that had "grade logic" as part of the transmission control system. The issue with Airstream trailers is that they put more than 10% of their weight on the tongue.
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Old 06-02-2015, 09:22 AM   #33
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Recommended towing tongue weight is 10% to 15% for most trailers to track properly. Less than 10% the trailer can become quite a challenge, the tail wagging the dog, so to speak.
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Old 06-02-2015, 09:43 AM   #34
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It is important to maintain 10% (or somewhat more, never less) of trailer weight on the hitch for best towing behavior. Airstream says in their Owners Manual is must never exceed 1,000 lbs. The heaviest current Airstream model is 10,000 lbs maximum total weight when loaded.

Our Airstream hitch weight is up to us, by thoughtful loading practices and safe modifications as needed to meet our particular needs within parameters mentioned above. Do it right, hitch it properly and the range of excellent tow vehicles becomes much larger.

cheryl
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Old 06-02-2015, 09:18 PM   #35
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Hey there sodbust; you should go to a cat shop with a dyno and watch them test run a later model cat , flat on the floor, it is made for it, with air to air cooling, oil cooled pistons and computerized fuel injectors, this is 2015...
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Old 06-02-2015, 09:27 PM   #36
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I do not know why any one would cut their dodge hitch off, as mine is bolted on with bolts and no welds.
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Old 06-02-2015, 10:11 PM   #37
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I'll tell you what... I have a 2014 Ecodiesel, and I tow my Argosy 26 with it. It's an awesome truck. I don't sweat the payload stuff too much. It seems to have great power while towing the Argosy. I have driven this set up from NM to WA and back again, averaging 20 MPH. My biggest concern was having a hitch that distributed the trailer weight on it's own axles as much as possible. Sooo... I found a GENIUS hitch that worked with the level of the trailer. Obviously, the Ecodiesel's hitch is way higher than the Argosy's tongue. Here's the link to the hitch.. and, no, I'm not affiliated with this company. Just throwing this out there because it works great. Gen Y Hitches: The most versatile adjustable hitch on the market today!
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Old 06-02-2015, 10:26 PM   #38
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Quote:
Originally Posted by DC Bruce View Post
BTW, exhaust brakes on a diesel merely compensate for the fact that diesels run unthrottled, unlike gasoline engines, and therefore provide minimal engine braking. The exhaust brake simply duplicates the effect of the throttle in a gasoline engine.
It doesn't sound like you have any experience driving a truck with an exhaust brake. A good exhaust brake will make gasoline engine/transmission braking look down right silly in comparison. This exhaust brake is one of the reasons why some folks have such a tough time going back to a gas engine.
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Old 06-02-2015, 10:35 PM   #39
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Quote:
Originally Posted by BentMetal View Post
I'll tell you what... I have a 2014 Ecodiesel, and I tow my Argosy 26 with it. It's an awesome truck. I don't sweat the payload stuff too much. It seems to have great power while towing the Argosy. I have driven this set up from NM to WA and back again, averaging 20 MPH. My biggest concern was having a hitch that distributed the trailer weight on it's own axles as much as possible. Sooo... I found a GENIUS hitch that worked with the level of the trailer. Obviously, the Ecodiesel's hitch is way higher than the Argosy's tongue. Here's the link to the hitch.. and, no, I'm not affiliated with this company. Just throwing this out there because it works great. Gen Y Hitches: The most versatile adjustable hitch on the market today!
I don't see anything offered on their site that is set up for weight distribution. It looks like a slick setup for height adjustment if you're carrying all the tongue weight at the ball, though.
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Old 06-02-2015, 11:09 PM   #40
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Well, DKB, I'm no good at tongue weight discussions, so I'll take your assessment of of that hitch as valid. I just think the Ecodiesel will do very well with any Airstream. That Geny hitch is so versatile and well made. Everyone asks about it when I have it on my truck. I think some folks on the forums might really like it.
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Old 06-03-2015, 08:04 AM   #41
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Talking

Quote:
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It doesn't sound like you have any experience driving a truck with an exhaust brake. A good exhaust brake will make gasoline engine/transmission braking look down right silly in comparison. This exhaust brake is one of the reasons why some folks have such a tough time going back to a gas engine.
Amen...
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Old 06-03-2015, 08:11 AM   #42
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We left the tube frame support in the 2012 Ram 2500HD which was welded to the frame. The support chains are attached near the weld junction at the end of the tube on both sides. You can see the weld by the right chain in the picture.

The factory receiver was welded to the frame cross tube in the middle. The factory receiver was rated 1,200 pounds tongue weight. Our existing 25FB Airstream at that time had a 1,175 pound tongue weight camping ready. That was not enough capacity to implement weight distribution forces. The 25FB had 1,150 pounds tongue weight when I hooked up to the trailer at the dealership. They saw no issue with that tongue weight.

Thus we removed the factory receiver. It's opening was just about two inches above the Curt 15049 opening when the Curt was attached. The Curt is rated 2,550 pounds for tongue weight and a 17,000 pound towing weight trailer.

Our current 2014 Classic had a tongue weight of 1,375 pounds after the solar conversion, but the recent battery swap reduced it to 1,200 pounds.

Thus the factory receiver was completely inadequate for our purposes.
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