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Old 02-19-2016, 10:20 PM   #15
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I read every thread like this in hope to hear an 8 lug oil burning SUV is coming back into production. Until then, everything is just marginal.

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Old 02-19-2016, 10:24 PM   #16
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It's difficult to advise others without knowing their particular needs in tow vehicles. Our preference in 50 years of travel and camping has been to travel light for the best overall experience, and when not towing (most of the time) we have a nice daily driver.

Based on Andrew Thomson's experience setting up thousands of tow vehicles for towing a variety of travel trailer, I would go along with the Expedition for it's superior handling ability and shorter wheelbase. The Ecoboost engine has proven durable. A superior w.d. hitch properly set up will make it rock solid on the roadway in all traffic and weather conditions.

Between the Expedition and a FC 30 there is 3,500 to 4,000 lbs of load carrying capacity. It's hard to imagine that's not enough.
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Old 02-20-2016, 01:24 AM   #17
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I love towing our AS with our Range Rover HSE, but, we are at our maximum payload and when the boss feels the AS trying to push the RR straight when going down hill around a curve I knew it was time to get a larger TV. We are planning an Alaska trip this year and don't want to beat up the RR so pulled the trigger on a 2016 Ford F-350 Lariat Power Stroke Crew Cab with the 8' box. I will miss the RR's turning radius, air ride and luxury, but not the worry of payload, wound-up engine on long grades and being pushed on the other side.
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Old 02-20-2016, 01:53 AM   #18
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Lots of good advice above.

My 2 cents: if you are the type to load the Airstream and the truck with lots of stuff, I would focus on the GVWR for both. Add them together. If you'll be towing mainly in the flat lands, and don't mind slowing a bit on the hills, then a truck with a GCWR equal to the total GVWR's would work. If you don't want to slow down on the hills back East, then shoot for about 10-20% extra margin. If you are going to tackle the mountains out West, look for about a 30% margin; unless you'll be there rarely or don't mind slowing down over the passes (you lose 3% of your HP/Torque for every 1,000 ft above sea level).

If you don't load up your vehicles with "stuff", you could subtract 10% from these recommendations.
Hi, this is correct for a naturally aspirated engine, but not for a turbo charged, super charged, or blown engine. This is one of the reasons that I chose an Ecoboost for my new tow vehicle. My 300 horse power Lincoln probably lost about 100 of those ponies when towing in Colorado mountains. At 365 horse power compared to 300 horse power, my Ecoboost is a pulling machine compared to my Lincoln; Not to mention 420 lbs torque compared to 355 lbs torque and with little or no loss of power in the mountains.
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Old 02-20-2016, 05:09 AM   #19
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There are a few advantages to the SUV. One is much less chassis flex, pickups have huge chassis flex from the back of the cab to the bumper the body on the SUV eliminates 95% of that.

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Not all pickups flex.

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Old 02-20-2016, 05:33 AM   #20
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Rscott-

I know you're looking at SUVs and I'm not gonna try to talk you into a pickup just because that's what we have. But, we do have a recently acquired '15 F150 with the excellent 3.5L EcoBoost drivetrain like the new Expedition has.

I'm pretty sure the same drivetrain in the Ex would perform as admirably as it does in our F150, with maybe a bit less payload........ It may be helpful with your research to read about our experience, so here is a wordy post where I go on and on about the '15 F150.

http://www.airforums.com/forums/f463...le-141137.html

Hope this helps.
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Old 02-20-2016, 07:27 AM   #21
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Andrew... many thousands of shorter/lighter Airstreams, in particular.

Actually not shorter and lighter Airstreams. In the 70's and 80's over 80% of production was 31 and 34' Airstreams. People think they were lighter because they look a the brochure weights from the day but those weights did not include options and everything was an option. As well most of those units had more storage space than the current ones so generally going down the road they were heavier than most of today's models.

The folks in this picture have been full timing for close to 20 years now and have always used a 1/2 ton Suburban. I cannot think of another person who has traveled as extensively as they have. Several trips to Mexico, Alaska they even did the Panama Caravan.

Again I hope this helps.

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Old 02-20-2016, 08:06 AM   #22
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The practical difference between a 1/2 ton and a 3/4 ton pulling an Airstream is near nothing at all.




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Old 02-20-2016, 08:13 AM   #23
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OP.....where are you?
Have we skeered you away?
Don't be afraid, it's really not all that complicated.

Asking questions is very important....

Answers here are Free

Correct answers are gained from a combination of experience and a grain of salt.

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BTW.....look for a Dealership with a lot of white on the lot....fleet sales tend to give the staff a better grasp of whats involved with towing a trailer.
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Old 02-20-2016, 09:03 AM   #24
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Today brakes on a 1/2 ton are larger for the weight they handle than they are on 3/4's.
From statements like this, one would assume that 1/2 ton and SUV brakes are better than 3/4 and 1 ton trucks. Why is this trotted out as a fact?
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Old 02-20-2016, 09:25 AM   #25
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Powertrain Lessons

I ran the math on late chevy pads and rotors, if memory serves me, the surface area of the front pads (as well as the rotor surface area) is about 13% greater on 3/4 tons over 1/2 tons.

Frankly, for the purpose of towing an Airstream, I doubt that is going to make much of a practical difference.

FWIW, I got 110,000 miles out of my 1/2 ton front pads with a fair amount of material left.

Assuming I am right, which I am pretty sure I am, a 3/4 ton diesel would likely weigh more than 13% more than a 1/2 ton gas, which would kinda make Andrew's claim correct.


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Old 02-20-2016, 11:40 AM   #26
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Hi, this is correct for a naturally aspirated engine, but not for a turbo charged, super charged, or blown engine.
Quite true. I should have added that qualification. Thanks.
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Old 02-20-2016, 04:12 PM   #27
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From statements like this, one would assume that 1/2 ton and SUV brakes are better than 3/4 and 1 ton trucks. Why is this trotted out as a fact?
If you doubt that fact, a quick way to check it would be to look at the vehicle stopping distances from 60 mph.
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Old 02-21-2016, 10:07 AM   #28
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If you doubt that fact, a quick way to check it would be to look at the vehicle stopping distances from 60 mph.
Using stopping distance to determine the work done by the brakes requires us to first determine the Kinetic Energy of the vehicles then divide that number by distance traveled. This will give us the energy (in Joules) that each braking system does per foot of stopping distance.

E =(1/2 mv^2)/d

After calculating this, only the Jeep GC was in shouting distance of the worst 3/4 ton truck I looked at. So is this a fact or an untruth?
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