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Old 04-24-2018, 02:22 AM   #57
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Originally Posted by Rocinante View Post
Ironically, specs show that tongue weight on the 25 is remarkably similar to the tongue weight of a 27FB.
The tongue weight sitting still is one thing, but start hitting some rough payment and you can feel the load on your truck. Iíd rather have the extra mass of a one ton. And a steady 55mph makes for a really long day towing.

You can debate engine choice all day long but for a heavy trailer thereís no substitute for a heavier truck.
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Old 04-24-2018, 07:59 AM   #58
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From the Airstream 2018 catalog and the Flying Cloud section

25RB = 835 pounds
25FB = 837 pounds
26RB = 903 pounds
27FB = 791 pounds
28RB = 899 pounds
30RB = 899 pounds
30FBB = 903 pounds

The common reality is that these published numbers are always low after adding water and propane and or having GSM batteries vs lead acid.

The variation in tongue weight equals a 30 pound propane tank for the grill.....
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Old 04-26-2018, 06:16 AM   #59
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Originally Posted by DC Bruce View Post
Having pulled our FC 27 all over the West in 2015-2016 (30k miles) I do not understand folksí obsession with diesel power plants. I do understand folksí desire to avoid a 3/4 ton tow vehicle. We test drove both sizes of truck and shopped extensively to find a 1/2 ton with adequate cargo capacity. Today, there are lots of 1/2 ton gasoline powered choices that do not require serious overloading of your TV. Understand, that the working tongue weight of an FC 27 is over 1000 lbs. while a w/d hitch will shift some of that back to the trailer and some to the front axle of the TV, the net reduction on the TV will be at best, around 300 lbs.
The 3.5 liter Ford Ecoboost motor produces gobs of torque at under 2000 rpm, just like a diesel. And you can get an F150 crew cab with all of the goodies that will have a rated cargo capacity around 2000 lbs. Likewise, my Sierra 1500 with the max towing package is rated at 1960 lbs. and itís a 4x4. With the 6.2 liter engine, our fuel economy was between 11 and 13 mpg. Cruising engine rpm is 2000 or less, and Iíve never exceeded 3000 rpm climbing a hill.
I now have over 67000 miles on the truck and itís never required a repair. My towing speed is ~60 mph or the posted limit, whichever is less. Iím running GYM tires on my trailer (OEM stock) and theyíre rated for 65 mph max.
I think you would find the RAM seriously underpowered. If memory serves, an empty Ecodiesel takes about 9 seconds to hit 60 mph; my truck takes less than 6. Also, in most parts of the country diesel fuel is priced substantially above the price of regular or even mid-grade gasoline. So, the value of whatever fuel economy gains the diesel has over the gas engine is reduced.
Itís true that, in the past, gas engines had to be revved up to 3000 rpm or more to develop their power, making for a noisy, fatiguing ride. But with direct gasoline fuel injection, variable valve timing and turbocharging, thatís no longer true. And I wonít even get started on the problematic maintenance issues with the diesel exhaust emissions control systems.
So, I strongly urge you to consider a Ford or GM product with the big displacement gas engine (GM @420 hp. 460 lb.-ft.) or the Ford 3.5 liter Ecoboost (375 hp. 470 lb.-ft.). Lots of Airstreamers are happy Ecoboost users; the big GM engine is a little hard to find, being limited to one trim level with the max tow package (Sierra SLT, Silverado LTZ). You can get the big engine in the Denali and High Country trims, but not the max tow package, so your payload takes a 400 lb. reduction. The 8-speed transmission that comes with this engine works very well and the cruise control will downshift aggressively to maximize engine braking on downgrades; or you can shift manually with a rocker switch on the shift lever.
Does the 6.2 liter GM engine require premium fuel? Also, curious about your real world MPG when not towing?

Just curious!

Thanks!
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Old 04-26-2018, 10:54 PM   #60
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Quote:
Originally Posted by switz View Post
From the Airstream 2018 catalog and the Flying Cloud section

25RB = 835 pounds
25FB = 837 pounds
26RB = 903 pounds
27FB = 791 pounds
28RB = 899 pounds
30RB = 899 pounds
30FBB = 903 pounds

The common reality is that these published numbers are always low after adding water and propane and or having GSM batteries vs lead acid.

The variation in tongue weight equals a 30 pound propane tank for the grill.....
Okay, I'm just going to throw this out there for the fun of it.

Talking to one of Jackson Center's "people in the know service" the AS tongue weight includes acid batteries, full LP tanks and nothing else. Water in any tanks or cargo of any kind are not considered in the weight analysis.

-popeye
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Old 04-26-2018, 11:20 PM   #61
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The driver's door sticker states the two axle ratings. Adding airbags, stiffer springs or higher load range tires does not change the axle rating. So the extra springs or airbags are adding weight to the truck and reducing the net payload for the trailer and stuff in the truck.
Thank you. One free can of Spinach to you sir.

It scares me to read what some people 'think' they can do to their scooters and think they'll end up with a Harley.

IMHO.

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Old 04-27-2018, 12:24 AM   #62
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Yep, pretty sure the only way one can increase an axle rating is to actually replace the existing axle with a stronger one. Everything else is jewelry.
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Old 04-27-2018, 04:33 AM   #63
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Originally Posted by Rocinante View Post
Yep, pretty sure the only way one can increase an axle rating is to actually replace the existing axle with a stronger one. Everything else is jewelry.


And while you would have a heavier duty axle, afaik the only way you can then use it is to convince the appropriate office at DOT to re-rate your vehicle and issue a new door sticker or sticker amendment.
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Old 04-27-2018, 04:53 AM   #64
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Factory is welded. Bolt on is dealer addition. My rig deformed the bolts. REESE #45299 a far better piece than factory.

+1. I replaced the factory receiver on my Ď12 Ram 3500 SRW with the same Reese 45299 based on what I read online (which included photos of broken hitches).

I plan on keeping this rig (since I retired last year) so Iíve done what I can to improve itís shortcomings (which are actually very few) and have the fluids changed regularly.

To me, safety equipment is non-negotiable (and this includes the hitch receiver).
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Old 04-27-2018, 06:17 AM   #65
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Originally Posted by Hans627 View Post
Does the 6.2 liter GM engine require premium fuel? Also, curious about your real world MPG when not towing?



Just curious!



Thanks!


6.2 engine is ďpremium recommended.Ē I usually use premium while towing but occasionally used midgrade or even regular when that was all that was available (we went very far off the beaten path). No ill effects that I could see. Best 400 mile average fuel economy not towing is 24.6 mpg, running midgrade (which I almost always use when not towing).
Also, still on original brake pads at 67k miles. Original tires due for replacement now. And, yes, we did drive thru Montana, staying at Glacier National Park.
We used a ProPride weight distributing hitch.
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Old 04-27-2018, 10:02 AM   #66
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And while you would have a heavier duty axle, afaik the only way you can then use it is to convince the appropriate office at DOT to re-rate your vehicle and issue a new door sticker or sticker amendment.
Only required for commercial vehicles.
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Old 04-28-2018, 08:58 AM   #67
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Originally Posted by Rocinante View Post
Yep, pretty sure the only way one can increase an axle rating is to actually replace the existing axle with a stronger one. Everything else is jewelry.
Yep, jewelry ?...: driveline, transmission, oil cooler, brakes....it never ends
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Old 04-28-2018, 01:10 PM   #68
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Originally Posted by tjdonahoe View Post
Yep, jewelry ?...: driveline, transmission, oil cooler, brakes....it never ends


Good one, though none of those will increase axle ratings. 🤣
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Old 04-29-2018, 12:07 PM   #69
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Why not go with a 2500...then everything is heavy enough?
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Old 04-30-2018, 07:53 AM   #70
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Why not go with a 2500...then everything is heavy enough?
Because itís a worse vehicle on every count. Suspension and steering after weight increase per near-identical tire contact patch, primarily.

If the Steer is fully independent, and features rack & pinion and the truck is no taller in height then its the longer wheelbase thatís the real detriment.

Assuming a pickup was ever needed in the first place. (It wasnít).

IOW, only the GM as a comp. Where heading the wrong direction in TV choice is de rigueur.
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