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Old 11-25-2008, 12:21 PM   #15
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Originally Posted by REDNAX View Post
What's the range of the fuel tank, towing, with a small reserve? An 18-gallon tank, at (what?) 10-mpg, so a fill up every 150 miles? Or, about 2.5-hrs of driving?

Or is it a higher mpg, given level Interstate and moderate speeds (say, 62 mph)?
fuel range... heck, what's the transmission range... with that kind of loading, every brake pad replacement would include swapping out trannies...
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Old 11-25-2008, 01:53 PM   #16
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My apologies to WBCCI9898 for bringing you into this. I wasn't expecting people to criticise.
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Old 11-25-2008, 02:01 PM   #17
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I'm not criticizing.. I'm incredulous
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Old 11-25-2008, 02:03 PM   #18
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Well, I think it's cool... Who needs a 3/4 ton, when you can ride in comfort... And don't try and tell me a 3/4 ton is comfortable.. I've ridden in them I know.............
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Old 11-25-2008, 02:16 PM   #19
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hey, you're right... the last thing I'm gonna do is knock somebody for 'streamin... rock on!
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Old 11-25-2008, 03:01 PM   #20
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It is interesting, however, since I have had people tell me I'm absolutely CRAZY for pulling our 25' with a 1/2 ton truck, and here's someone pulling a 34' with a station wagon, and with one that would have been considered a mid size just a few years ago at that!

Wonder what Dodge says the towing capacity is?
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Old 11-25-2008, 03:55 PM   #21
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It is interesting, however, since I have had people tell me I'm absolutely CRAZY for pulling our 25' with a 1/2 ton truck, and here's someone pulling a 34' with a station wagon, and with one that would have been considered a mid size just a few years ago at that!

Wonder what Dodge says the towing capacity is?
Dodge says the towing capacity is 3800 lbs . . . or maybe they're saying 4500 now. Who knows, it might change again. Those of us who tow with cars don't put much stock in rated capacity; we're more interested in real world stability, handling, braking, and performance, and are willing to ensure that things are set up as well as possible. My personal tolerance level is zero sway, and when the hitch is truly right, the "push-pull" from passing trucks is barely perceptible. Cars do better than truck owners might expect because they are low, and these days often have highly developed independent rear suspension systems and low profile tires that do an extremely good job of resisting trailer yaw (sway).

The Hemi engine is essentially the same as the one used in Dodge trucks; the transmission is different, a 5-speed auto derived (I believe) from a Mercedes-Benz design. Transmission durability is often questioned with these setups. My view is that if the transmission (and the rest of the driveline) is properly specified, i.e. it can handle the full torque output of the engine, towing a heavy trailer will not hurt it as long as heat is kept under control.

The biggest issues with towing with a car are getting someone to build a suitable custom receiver, and getting the hitch set up precisely. It also helps a lot for owners to be prepared and to acquire a good understanding of towing and hitch setups.
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Old 11-25-2008, 08:12 PM   #22
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fuel range... heck, what's the transmission range... with that kind of loading, every brake pad replacement would include swapping out trannies...
Why? We towed from the 1960's through the 1980's with cars -- 7 to 8000 lb trailers -- and into the 2000's with car engines and transmissions (though now in a truck). Transmissions lasted over 100,000 in every case (140,000 about average). The cars went up to 190,000 miles before sale.

Unfortunately the unibody-built/torsion-bar suspended full-size Chryslers weren't available after about 1979, always the best choice (and the most popular).

If not so equipped by the factory, then an auxiliary cooler was installed downstream of the factory set-up. (Same for power steering -- and still valid today -- as horsing a trailer around getting it sited is done at about zero mph, so no airflow across radiator except fan).

And those trailers -- while all-aluminum -- had/have a larger frontal area, so not as slippery as an A/S.

Like the Magnum, they were cars with 120" wheelbase or larger, weighed 4,000-lbs or more and had strong V8 engines.

Unlike the Magnum they none of them had electronic engine and transmission management, 4-wheel independent suspension or 4-wheel disc brakes.

IMO, I think of 7,000-lbs as being about right at the point for a full-timer to switch to a truck or SUV. I'd like to drive one of the cars pulling these trailers to really see what it is like.

Those cars mentioned got either 8 mpg or 10 mpg. And, with either a 28-gallon tank or a 23 gallon tank, respectively, that meant stopping for fuel at or before the 200 mile mark with a couple of gallons in reserve. And, at either 55 mph or 62 mph, respectively, that was about 3 to 3.5 hours of driving.

Or, in perspective -- with a break at about the two-hour mark -- one needed fuel about an hour to an hour-and-a-half down the road. Given 45 to 60' for fuel and food, an average travel speed of 45 to 50 mph was maintained.

I was thinking out loud about the short range. But 12 mpg x 16 gls equals nearly 200 miles, so nothing would change on that score. But the Magnum gets 20 - 35% better towing mpg -- only 16 gals instead of 20 or 25 gls -- so at the end of the day that would be 32 gls versus as much as 50 to cover the same distance.

Impressive.
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Old 11-25-2008, 08:40 PM   #23
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My personal tolerance level is zero sway, and when the hitch is truly right, the "push-pull" from passing trucks is barely perceptible. Cars do better than truck owners might expect because they are low, and these days often have highly developed independent rear suspension systems and low profile tires that do an extremely good job of resisting trailer yaw (sway).
AlbertF... We are in the same boat and I agree.

With the car we have "0" sway with precise steering control. This is the bench mark. If we had a poor handling combo or any sway issues at all we would not be towing!
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Old 11-25-2008, 08:46 PM   #24
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I'd like to drive one of the cars pulling these trailers to really see what it is like.
Ok REDNAX lets go for a spin... Here is a short video clip of a sport sedan (sorry not a Magnum) towing an Airstream in a 30klm cross wind. At the end of the clip, off to the right you can see the two large flags blowing straight out. Set up and adjusted by a towing specialist is the key ingredient.

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Old 11-25-2008, 09:34 PM   #25
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Well, i guess my question is answered!!! I don't think I will try a 34 footer behing by magnum, but my 24' will do just fine, after all its all about comfort right!?!

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Old 11-26-2008, 05:03 AM   #26
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A Magnum and a modern Airstream..

You can pull anything once, maybe twice.....

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Old 11-26-2008, 05:32 AM   #27
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Hi Finalcutjoe
Since you are close by stop over to our store sometime and try out one of our demos.

There is a Dodge Charger connected to a 34' for test drives at our store most of the time. Give us a call to make sure it is here and come take it for a test drive. Our current one is a 3.5 instead of the hemi so you will have to imagine what 150 additional HP does.

We have set up 43 of the Chrysler sedans for towing since 2005 and so far there have been no durability problems. The transmissions appear to be bullet proof, the same transmission is used on the SRT8 with a 6.1 litre. As well there is a company that supercharges the Hemi to 700 BHP and they can leave the transmisison stock. I have a concern about rear axle temps in heavy headwinds at high speeds but this is a concern with all high powered rear drive tow vehicles these days.

The tradewind it will play with. If you need a hitch receiver we can build you one here and ship it to Idaho for you.

Here is another picture I can assure it is not photo shopped I have about 100 more if you want to see them all.

Andrew T
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Old 11-26-2008, 09:06 AM   #28
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Go back and Look at the weights of Sedan and Wagons in the 60's and 70's They were BOATS compared to the tin cans built today,that have been cheapened and lighten to the point there is nothing left other than POP CAN metal.
GO AHEAD U do it But its not for me. I like livin to much.
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