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Old 09-04-2014, 01:04 AM   #71
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I just wish that the mods would let me get away with repeatedly using the term fairy dust!
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Old 09-04-2014, 06:13 AM   #72
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We're not allowed to repeatedly use the term "fairy dust"? Crud... I guess I've got nothing to say then.

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Old 09-04-2014, 08:08 AM   #73
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Observation: Many Americans recommend go big with TV. Canadians seem to prefure smaller vehicles. Both agree on one thing. There recommendation is perfect and how dare any one disagree. Canadians do this more tact and courtesy.
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Old 09-04-2014, 08:56 AM   #74
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Let me try to learn something comparing two different vehicles with similar spec's.

New Dodge Ram Express reg cab pickup 120" wheelbase, 5.7 V8, 8-speed trans, 20" wheels, full coil spring suspension. Body on frame construction, live rear axle.

Compared to new Dodge Durango R/T SUV, same spec's mentioned above, but unibody construction, full independent suspension.

Which would make a better Airstream FC 25' tow vehicle and why?
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Old 09-04-2014, 09:39 AM   #75
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I owned one of the original Ford Expeditions with a live real axle. I later traded it in for a newer model with full independent suspension. The difference in ride quality was huge. No more skittering over bumps, joincing over RR tracks. The truck is so much more planted than the old live axle model. My Expedition has 1,600 lbs of payload so that doesn't have to be a limiter. I wish the half ton trucks would dump that archaic design.

So for this reason I'd lean to the Durango. Reason to go with the truck is to be able to haul more stuff in the bed.
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Old 09-04-2014, 03:09 PM   #76
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Which would make a better Airstream FC 25' tow vehicle and why?
Just based on what you listed (I don't know the details of the two vehicles) the unibody would be stiffer, which is better for handling. It also may be more difficult to attach a heavy duty hitch to it than a body on frame vehicle, depending on what is available and the configuration of the rear of the SUV.

If it was straightforward to attach a heavy duty receiver hitch, the Durango would be preferable to me due to both the independent suspension and handling. Also seats more people. Unless you are carrying spare gas and a generator. In which case the pickup has the edge. Unless you are a traditionalist, in which case a 3500 diesel seems to be a frequent choice.
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Old 09-04-2014, 03:31 PM   #77
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To the OP:

Not a car, but I'm very happy with my V6 SUV (Chevy Traverse) towing my 25SS Safari. Keep in mind that it was professionally set-up by an expert (see sig) and I spent the big bucks on a Hensley hitch. Although you can tow safely with smaller vehicles (to a point) you also have to do your homework. In many ways it's just easier to go with a larger tow vehicle than absolutely needed for the job, but either way you'll still have to educate yourself on the art and science of towing.

Good luck!
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Old 09-04-2014, 03:31 PM   #78
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It won't be a 3500 diesel.

But the Ram and Durango spec almost identical. The difference is body, frame, and suspension. And it's a big difference in construction. If you use only the numbers, they should tow and handle alike. I don't think they do, so it's interesting to learn why.
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Old 09-04-2014, 03:45 PM   #79
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As I stated early in this thread, I have a 2014 Durango, AWD, 5.7 Hemi and tow package to use as a tow vehicle for my two Airstreams, 1979 Safari and 1954 Liner. As Rich Luhr found it necessary to reinforce the factory hitch on his ML 320 and the Durango is based on the same platform, I asked Andy Thompson whether or not the hitch on the Durango needed reinforcement. He stated that because of the hitch weight for my trailers, he did not believe that reinforcement was necessary, but if I went to a trailer with higher hitch weight, reinforcement would be necessary. I don't know the hitch weight on a 25' Flying Cloud.

I expect the Durango to perform well and will find out in a couple of weeks when we depart for the Balloon Fiesta.

The Durango is lower to the ground and probably has shorter rear overhang as compared to the Ram. Both of these items vote for the Durango.

Bill

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Originally Posted by dkottum View Post
Let me try to learn something comparing two different vehicles with similar spec's.

New Dodge Ram Express reg cab pickup 120" wheelbase, 5.7 V8, 8-speed trans, 20" wheels, full coil spring suspension. Body on frame construction, live rear axle.

Compared to new Dodge Durango R/T SUV, same spec's mentioned above, but unibody construction, full independent suspension.

Which would make a better Airstream FC 25' tow vehicle and why?
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Old 09-04-2014, 04:12 PM   #80
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Heck, Andy says you can tow a 34' Classic with a Chrysler 300, no problem.....just don't try to stop going down a steep hill, or tow up Grape Vine when it's 100 degrees.
The 300 has some very impressive stopping distances. The 34' Airstream has a half dozen 12" brakes. Something to consider.
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Old 09-04-2014, 06:01 PM   #81
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The 300 has some very impressive stopping distances. The 34' Airstream has a half dozen 12" brakes. Something to consider.
and the 300 (or similar smaller vehicle) also has roughly a tonne less vehicle to slow down compared to larger trucks...not insignificant.
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Old 09-05-2014, 09:39 AM   #82
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and the 300 (or similar smaller vehicle) also has roughly a tonne less vehicle to slow down compared to larger trucks...not insignificant.
Yeah, 1000lbs trying to slow down 3000lbs behind it is way better than 3000lbs trying to slow down 3000lbs.
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Old 09-05-2014, 10:14 AM   #83
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Yeah, 1000lbs trying to slow down 3000lbs behind it is way better than 3000lbs trying to slow down 3000lbs.

?? The truck mass has no impact on the ability to stop. The total brake force and tire grip do....the dissipation of heat also has bearing. The calculation is:

A. 4000 + 7000 = 11k

B. 6500 + 7000 = 13.5K

Vehicle B (+ trailer brakes) must slow down 13.5Klbs while vehicle A (+ trailer brakes) has to slow down 11Klbs. Let's assume the trailer brakes are setup equally, the vehicle has to make up the difference.
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Old 09-05-2014, 10:30 AM   #84
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Don't tell that to all the 3/4 ton guys who swear the big heavy trucks are what have the true advantage when slowing down on a steep grades.
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