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Old 12-15-2014, 02:25 PM   #15
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I have towed my 31' Sovereign almost 60000 miles now with my 2004 Titan Crew Cab. The truck has a total of 181000 miles on it. It has never so much as hiccuped . On a steep grade, 3rd gear and about 3800 RPM will motor you up nicely and neither the engine or tranny temp gages budge. The 5.6 is rock solid as is the transmission. The only upgrade I have done is slotted/dimpled front rotors.

Can you take your bowling ball or Mosler safe collection? No.

Is the truck a very solid, capable tow vehicle. Yes.

We get about 11 mpg when towing which is pretty much average for a V8 gasser. The downside, as you know, is that it only gets around 15 as a daily driver.

The clear coat is failing. There are dings and dents. But it starts every time, doesn't burn a drop of oil and is a very pleasant ride.

Mike
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Old 12-15-2014, 03:59 PM   #16
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A paint job is less expensive than a new truck.
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Old 12-15-2014, 04:33 PM   #17
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Why not simply drive over to a CAT scale and pay $10 to get the total rig weighed?
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Old 12-15-2014, 04:58 PM   #18
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Take the rig to the nearest CAT truck stop scales or grain elevator and you will get three weights - trailer axles, truck rear axle and truck front axle. Drop the trailer in the back of the truck lot and cross the scales with the same folks and gear but no trailer. You now have the total vehicle weight to compare to the truck label Gross Combination weight allowance on the door tag. You also have the axle loads to compare to the axle ratings on the truck door tag and the trailer axle ratings.

You also now know the trucks weight weight alone and can see how close it is loaded to maximum weight. The axle loads will show whether the weight distribution hitch has actually moved some of the trailer tongue weight to the front axle.

If any of the gross weights or axle (also check tire load ratings on the sidewalls of the tires) or tire ratings are exceeded, then there are some major decisions to make.
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Old 12-15-2014, 05:27 PM   #19
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Quote:
Originally Posted by Moflash View Post
It is amazing how many people do not read the posts before chiming in with their opinion.Lol
I think it's very entertaining.
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Old 12-15-2014, 06:13 PM   #20
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There have been a lot of posts on the Forum over the years that claim the Titan and Ridgeline trucks are not capable towing vehicles. There have also been posts from owners of thee Nissans and Hondas saying they have towed with them and have no problems. This will never be settled.

But a few things to think of—

The payload (or cargo weight) should be listed on the sticker on the driver's side B pillar. That should show the payload as the truck left the factory, but any added options will count against payload. That could include running boards, topper, tonneau.

Manufacturers have determined payload differently. Check the owner's manual—there should be a towing section somewhere. When they calculate it, do they use a full gas tank, all other fluids, driver? You may find different payload numbers in the manual, but that would be for a model only with standard options, but most come with optional options which you have to subtract from the manual's numbers.

You can add another leaf spring to the rear suspension or use other upgrades, but you also have to consider axles, brakes, wheels and tires, differentials, engine, tranny, etc. You may have 3/4 ton springs and 1/2 ton axles. Nissan used to be known for powerful engines (compared to Toyota, but times may have changed), so you surely have enough power, but as others have said, there's more to it.

Tongue weight stated by Airstream is probably low. You have to add in the weight of propane, spare tire, anything added to the tongue (heavier batteries are one possibility) and maybe some heavy stuff at the front of the trailer. Add 200 lbs. to be safe. But here's the good news—with a weight distributing hitch, 1/3 of the tongue wt. is transferred to the trailer axles and 2/3 to the truck axles.

A few years ago the SAE issued recommendations as to how to calculate towing weight. Last I heard only Toyota had adopted these recommendations; the numbers went down a bit, maybe 5-10%. But other companies did not adopt them and your truck was built long before SAE acted anyway. Your numbers may be inflated.

So if your actual tongue wt. is 1,200 lbs. compared to the nearly 1,000 lbs. according to the specs, only subtract 800 from payload—there, you just gained 200 lbs. for cargo. Now you can bring a Great Dane with you, maybe two.

Gene
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Old 12-15-2014, 06:53 PM   #21
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You have enough truck. You need just a little more confidence. It will work just fine.
Merry Christmas.
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Old 01-04-2015, 07:59 AM   #22
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Upgrade your shocks and get either a ProPride or Hensley hitch and you'll have a good rig.
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Old 01-05-2015, 08:59 AM   #23
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Shocks do not a affect on payload capabilities.Lol


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Old 01-05-2015, 10:33 AM   #24
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To dot the "i" and "t" of this issue: take the tow vehicle to the scales with a full tank of fuel and get the actual weights on the front and rear axle. For the most accurate results, have the passenger and all the "stuff" you plan to carry in the back of the tow vehicle on board as well.

Then open the driver's door and study the data plate. There should be a minimum of three weights and possibly a fourth:

1. Front axle
2. Rear axle
3. GVW - gross vehicle weight - typically less than the two axle capacities added together
4. GCVW - the maximum weight of the tow vehicle and a loaded trailer when connected

Now get the tire sidewall information pertaining to the maximum load and at what pressure.

The axle ratings are what a DOT inspection is concerned about along with tire ratings when stopping the big rigs. We should be concerned about these ratings as well.

The axles are the typical weak link in the support chain as changing them for more capacity without a stronger frame is pointless as the frame then can be the weak link. Stronger springs, bigger or air shocks, bigger tires or air bags do not add capacity to the axles.

If one thinks about bigger tires, also check that the new (if required) wheel (steel or aluminum) is rated for the projected load and is the correct size for the tire.

By design, pickups empty are biased by the front motor location and the front axle usually has a much higher percentage of it's capacity used supporting that load.

Subtract the scale axle weights from the axle ratings on the data plate and add the two differences together. This number is your real payload capacity. If the driver was in the vehicle when weighed, then if not too many Dunkin' Donuts are consumed, the empty weight is known.

If all the "stuff", full fuel tank and passenger were aboard the tow vehicle, then you have the real number of available weight to support the tongue weight of the trailer.

As mentioned before, the Airstream published tongue weight numbers are typically understated by several hundred pounds. Taking the connected rig across the scales and playing with a weight distribution hitch can shift "SOME" of the tongue weight to the front axle of the tow vehicle.

If the tow vehicle weight is maxed out or exceeded, then one should really consider either a smaller trailer or a larger weight capacity tow vehicle. Ask your insurance agent if an accident occurs in an overloaded condition will there be coverage.

If the vehicle is close to max weight, check the tire ratings again. It might be wise to get more tire capacity as a reserve for the hot summer days in the SouthWest.

If towing close to their max rating, the tires should be changed more often.
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Old 01-07-2015, 10:37 AM   #25
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Hey MoFlash the internet sure has made it easy for someone like you to run around making fun of others.

The point I'm making is that if this guys rig is near or at his max limit he will benefit from better handling with some upgrades. Even with my setup I got a noticeable difference in comfort and handling even though I'm well within the capacity of the TV.
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Old 01-07-2015, 02:20 PM   #26
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Sorry if I hurt your feelings but if he is at or near his limit a new ball cap will help as much as a pair of shocks.Not laughing at you just some of the advise being given.


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Old 01-13-2015, 02:51 PM   #27
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Quote:
Originally Posted by switz View Post
Stronger springs, bigger or air shocks, bigger tires or air bags do not add capacity to the axles.
Thus, new shocks may improve the ride (or make it worse depending on what you buy), but will not increase payload. A guy I know who runs a suspension shop agrees, but people come in wanting air bags, shocks, springs, etc., and he explains it won't increase payload, but they buy them anyway. If relatively minor upgrades would help, I (and many others) would do it.

Nonetheless, higher quality shocks can improve drivability and ride.

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Old 01-13-2015, 09:56 PM   #28
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Just remember that there is tow capacity AND payload rating - separate figures. Sales people usually know ONLY the tow figure and think if your tow is under the rating all is ok regardless of payload rating which they never seem to know. Find out what both are for your truck (some have posted it) and then find out what your trailer REALLY weighs on tongue weight. My published tongue weight is 860 but the actual is 990. Finally, remember that tongue weight is subtracted from the payload rating.
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