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Old 03-24-2015, 04:16 PM   #57
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Originally Posted by Top View Post
Where did you get these numbers? I don't recall ever seeing the tire size changing the tow rating of a RAM. The rear end ratio is usually what makes the difference. Does the truck with 17" wheels have a 3.92 rear end?
Your question brings more questions-
GM also specs differently (with regard to tow rating) for the larger wheel size / relatively the same tire outside diameter / circumference with the vehicles otherwise equipped the same.

OP ... you should be good to go! Enjoy.
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Old 03-24-2015, 06:27 PM   #58
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Maybe in ought nine but not currently

Quote:
Originally Posted by mefly2 View Post
GM also specs differently (with regard to tow rating) for the larger wheel size / relatively the same tire outside diameter / circumference with the vehicles otherwise equipped the same.

OP ... you should be good to go! Enjoy.
This is what I reference- Ram Trucks - Towing Capacity Chart

There is no mention of tire or wheel size.
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Old 03-26-2015, 12:09 AM   #59
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Wheel Size Not a Much of a Factor with new Trucks

Quote:
Originally Posted by Top View Post
This is what I reference- Ram Trucks - Towing Capacity Chart

There is no mention of tire or wheel size.

I bought a 2014 Toyota Tundra to tow my 22 foot Safari. The truck doesn't even know the trailer is there. One thing I thought of was that the 20 inch wheels on the vehicle would probably not be as good as the 18 inch wheels offered as an option since it seemed that 20 inch wheels would have a longer moment arm and require more to move the payload. An option that takes 20 inch wheels to 18 inch wheels just didn't seem like a good deal.

Then I noticed the spare was a 17 inch spare and started to investigate. The rolling radius on the 17 inch was almost identical to the 20 inch... and therefore the moment arm (distance from the wheel hub center to the ground) is the same. If that is the same, then there would be no difference in the amount of torque needed. I think this explains why the charts don't change. There may be a weight difference between the tires/wheels of different sizes so the vehicle loads may have to be a little lighter depending on wheel design, but the pulling capacity of the vehicle shouldn't change.

Oops. I just realized that Top said the same thing... I emailed this morning but apparently that email reply went to the help desk instead of the forum. I was just re-posting without reading only the email updates and not the added pages on the forum. Sorry for saying essentially the same thing .
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Old 03-26-2015, 01:13 AM   #60
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Originally Posted by Jukeboxfun View Post
We bought a 25 flying cloud twin which has a published base weight of 5,600 lbs. with loaded weight max of 7,300 lbs.

TV is
2009 Dodge Ram crew cab slt hemi.
3.55 axle
20 inch wheels
GCWR 12,000
GVWR 6,800
max trailer 6,400

Same truck with 17 inch wheels is rated
GCWR 13,000
max trailer 7,450

Do I get smaller wheels or a bigger truck? I bought the trailer, can't change that.

Hi, according to your listed specs, your trailer is too much for your truck. I personally would not do it. But if you do tow with this combination, you will most likely have less problems doing it than some of the posters on this thread have with each other.
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Old 03-26-2015, 08:07 AM   #61
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Hi, according to your listed specs, your trailer is too much for your truck. I personally would not do it. But if you do tow with this combination, you will most likely have less problems doing it than some of the posters on this thread have with each other.

Yes, according to the 2009 specs maybe borderline, it was a new truck and Chrysler rated it conservatively. The revised 2010 specs on the exact same truck (model year 2010) say good to go. I have read many tow vehicle threads since I joined this forum. That's what got me concerned in the first place. Many people saying you can't tow anything over 19' safely with a 1/2 ton pickup. That's your opinion. I don't believe it. I wish I had a big diesel truck but I don't and I won't.

I would like to thank everyone that responded to my thread!
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Old 03-26-2015, 10:04 AM   #62
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My half ton Chevy with 20" wheels tows my 31' trailer just fine.

I don't know what the sticker in the door jamb says and I really don't care...

Does that make me bad?


1/2 Ton 4WD Truck, 72 Sovereign Hensley Arrow
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Old 03-26-2015, 10:50 AM   #63
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Yea Morgan you're bad, if it works for you run it, having fun in sunny and warm San Diego !
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Old 03-26-2015, 01:53 PM   #64
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My half ton Chevy with 20" wheels tows my 31' trailer just fine.

I don't know what the sticker in the door jamb says and I really don't care...

Does that make me bad?


1/2 Ton 4WD Truck, 72 Sovereign Hensley Arrow

I reckon that resembles my attitude.
My Tundra with 20's don't seem to mind towing my 30 for the past 5 years. Maybe it's overloaded. It don't seem to know or care.


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Old 04-18-2015, 02:16 PM   #65
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I have just returned from a 6800 mile trip pulling a 1982vExcella 31 pulled by a 2013 Ram 1500 5.7 20 inch tires. No problems and pulled great, as others have said get right hitch and set up correctly.
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Old 04-18-2015, 02:26 PM   #66
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More detailed information here:

http://www.dodge.com/bodybuilder/200...r/mlup1500.pdf

They do make a differentiation between 20" tires and the 17" tires.

I went round and round with this with my 2007 Ram 1500 with 20" tires with the 3.92 rear axle. Different places all said different things. In the end, I hooked it up and tried it out. I ended up selling it and bought a 2003 Suburban 2500 4X4 with QuadraSteer. Huge difference in towing performance and comfort.
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Old 04-18-2015, 02:53 PM   #67
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Originally Posted by mrprez View Post
More detailed information here:

http://www.dodge.com/bodybuilder/200...r/mlup1500.pdf

They do make a differentiation between 20" tires and the 17" tires.

I went round and round with this with my 2007 Ram 1500 with 20" tires with the 3.92 rear axle. Different places all said different things. In the end, I hooked it up and tried it out. I ended up selling it and bought a 2003 Suburban 2500 4X4 with QuadraSteer. Huge difference in towing performance and comfort.
Another 3/4-ton convert!

Like I say..... get a 3/4-ton and quit worrying about it!
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Old 04-18-2015, 03:04 PM   #68
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I wish I had a big diesel truck but I don't and I won't.
You'd LOVE it..... don't rule it out.
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Old 04-19-2015, 10:02 AM   #69
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Don't do anything yet...

Quote:
Originally Posted by Jukeboxfun View Post
We bought a 25 flying cloud twin which has a published base weight of 5,600 lbs. with loaded weight max of 7,300 lbs.

TV is
2009 Dodge Ram crew cab slt hemi.
3.55 axle
20 inch wheels
GCWR 12,000
GVWR 6,800
max trailer 6,400

Same truck with 17 inch wheels is rated
GCWR 13,000
max trailer 7,450

Do I get smaller wheels or a bigger truck? I bought the trailer, can't change that.

Check to see what the the rolling radius on your 20 inch wheels. Compare it to the stock 17 inch wheel rolling radius. As far as torque is concerned, there is probably little difference since my new Tundra has 20 inch wheels and a 17 inch spare. When I checked, they were within 1% on rolling radius.

Unless there is reason to believe the 20 inch wheel design is weaker, there shouldn't be a difference in the ratings... unless all 17 inch tire models also have a 4.10 rear end or something like that... but it is unlikely. 3.55 is probably bottom end, but should work. You should have the rest of the 'towing package' to include transmission oil cooler, HD cooling, HD alternator etc., but the transmission oil cooler can be installed aftermarket and is the most important of the bunch. If you want to spend a little more, you could have your rear end axle ratio changed (front too if a 4x4).
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Old 04-19-2015, 11:23 AM   #70
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I have not seen to many drivers that fit the 175 pound allowance in the empty weight calculations. The FAA finally had to concede that there are not too many 170 pound standard weight passengers either.

Skip the theory and go to the scales and see the real numbers.

Weigh the truck with nothing in the back bed, no hitch head and just the driver and a full tank of fuel. Then you know the truck's true empty weight. Subtract that number from the GVW number on the door jamb to get the actual payload for the truck. You will also on the print out have the loads on each axle and compare those numbers to the maximum rating on the door jamb.

Now load all the stuff you plan to carry in the bed and install the hitch head and take the usual passenger and cross the scales. Look at the axle loads and the remaining payload.

If the remaining payload is less than the Airstream published tongue weight, you have to off load all the stuff in the bed and cross the scales again to see if the net payload is greater than the Airstream published tongue weight. If the number is too low, end of story as the real tongue weights on Airstreams always exceed the one in the literature.

If there is still payload available by this point, take the trailer loaded for camping, full propane and fresh water tanks, same stuff in the back of the truck and the passenger to the scales again. The scale report will now include the load on the axles of the trailer as well as the front and rear axle of the truck. Typically the trailer axles are not overloaded, but the truck's rear axle and possibly the front could be overloaded.

A weight distribution hitch can, in theory, move the apparent weight around between the front axle and trailer axles and thus unload some weight from the rear axle. In a perfect world, one would expect ⅓ of the tongue weight to be spread on each axle group. By adjusting the hitch, more weight can be moved to the front axle which when properly set up should have the same or more weight on it than before the trailer was attached.

In the case in question, the big issue will be the combined weight of both vehicles when hitched together exceeding the door plate GCVW number. That is the controlling document if there were an accident. Higher weight capacity on the next year model do not apply to a prior year's rating on the door jamb. If that number is the same or lower than the GCVW limit, then one can spend time adjusting the weight distribution system to get the axle weights where they need to be.

The logic is that exceeding these maximum numbers could put the operator in a legally non-defensible situation for intentionally operating their vehicles in a reckless manner by overloading it. Commercial drivers are the ones held responsible for the weights in the truck.

Good luck in your research.
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