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Old 07-12-2018, 07:28 AM   #71
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Originally Posted by jimfa440 View Post
It's not what you can pull, it's what you can stop. Go 3/4 ton diesel with an exhaust brake. You can't go wrong.
Agree.......Exhaust brake worked great on those two lane mountain roads two weeks ago.
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Old 07-12-2018, 07:49 AM   #72
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Originally Posted by AlinCal View Post
Has anyone pulled a current model Airstream over 25' in camping configuration with both a 1/2 ton and a 3/4 ton and feels the 1/2 ton is the right choice? Not talking combined daily driver and TV usage but purely for towing your trailer.

Vintage trailers need not apply.
I own both a GMC 1/2 ton 4x4 with 5.3l gas engine and a Chevy 2500HD Duramax Diesel 4x4 crew cab that I have used to pull a 25 ft Airstream in mountain driving. Guess which one I prefer. The 1/2 ton wil get you there if you are patient and careful. But it swill require skill and good luck to get past difficult situarions. I never felt completely save going downhill with the lighter 1/2 ton truck. And it was a slow trip going up. With the 3/4 tone diesel, all the problems just went away. The 2500 Diesel still has limits, but I don't run into them too often. Because the diesel is heavy and the 4WD is heavy and the crew cab is heavy, the payload sticker shows just over 2000 pounds, so with slightly over 800 pounds TW, I only have about 1200 pounds available for me, passengers, generator and motorcycle and fuel. Many people don't think about it, but fuel must be included in the payload. That is why some light duty trucks have small fuel tanks: so they look better on paper for the EPA tests.

Overkill in tow vehicles is never a bad thing.

Happy trailering.
Abe
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Old 07-12-2018, 08:21 AM   #73
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Quote:
Originally Posted by Daquenzer View Post
So which truck weighs 9000lbs? And what about TT brakes? How much more does a 3/4 ton weigh versus a 1/2 ton? 1000lbs? Actually less than 1000lbs. So most of the argument about momentum is off based on weight of TV versus TT. If you want to tow with 3/4 ton great. But base it on different argument.
I won't argue with your basic physics, but I will point out that many, maybe most, 3/4 ton trucks sold today are crew or extended cab and if trailering package is included, and a few other options like 4x4 and diesel engine, they DO weigh near 8000 pounds empty, So there is a significant difference between today's 3/4 ton and the 1/2 ton not so well equipped. My 1/2 ton GMC gas burner 4x4 short cab and short box weighs approx 5000 lb. So the difference is usually more than 1000 lbs.

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Old 07-12-2018, 10:45 AM   #74
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DKB-SATX your post about turbo charged gasoline engines not being affected by altitude was correct. The way you wrote it implied that all gasoline engines are turbo charged. The fact is most truck gasoline engines are not turbo charged. Your statement that 3 million F150ís since 2011 are turbocharged means that Ford is only selling around 300,000 turbo charged F150ís per year.

There is one overriding consideration about what size vehicle (1/2 ton, 3/4 ton, etc.) a person needs to tow a trailer. That consideration is: WHAT IS THE VEHICLE CARRYING CAPACITY? The carrying capacity is the total weight of passengers, and load. For those of us towing, that includes the tongue weight, hitch weight and load. Letís assume that the carrying capacity is 2000 lbs, if the driver weighs 200 lbs, then the carrying capacity is reduced to 1800 lbs. if your trailer weighs 9500 lbs and the tongue weight of the trailer is 950 lbs (tongue weight should be 10 - 20% of the trailer weight) the your varying capacity is reduced to 850 lbs. if your hitch weighs 75 lbs, your carrying capacity is reduced to 775 lbs. We still have to account for any additional passengers and load, such propane, water, canopy, etc. as you can see, it does not take much to overload the truck. We also need to be sure that we are not exceeding the GAWR (gross axle weight ratio) of the rear axle since most of our additional weight will be on the rear axle (this is where weight distribution comes in). Therefore, the question about what size truck cannot be easily answered in a forum.

PS. The carrying capacity can be found in the label on the driver side post of the vehicle.

If the folks that are shopping for a vehicle will let us know what the total load (people, supplies, tongue weight, etc,) we can probably give you a starting point.
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Old 07-12-2018, 08:27 PM   #75
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Originally Posted by 2008Phoebe View Post
My wife and I have a 2009 27'FB Classic. I first pulled it with a 1999 Dodge 2500 5.9 L gas engine. In 2012 I purchased a 2013 Toyota Tundra 5.7 4x4 Limited and I love the Toyota. It pulls the Airstream so much better than the Dodge ever did. A couple of things that I added to the suspension include: rear Toyota TRD anti-sway bar (self installed) and a set of rear suspension Firestone airbags installed by a local tire dealer. The additions were not necessary but provide extra stability that I like. The Toyota has plenty of power and I have pulled very steep mountain grades with it no problem. The Tundra now has over 70K miles and runs like new.
Phoebe, that TRD sway bar works tremendously for improving towing stability for Tundra's. Recommend anyone towing with a Tundra, to have this TRD swaybar installed.
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Old 07-12-2018, 09:15 PM   #76
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If a daily driver also is your tow vehicle I would recommend a Ford F150 w/ eco boost.
If not, a 3/4 ton Ram 2500 will take away any concerns you have and get you there with minimal effort.
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Old 07-12-2018, 09:19 PM   #77
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I have been pleasantly surprised at the good manners of my new F250 Diesel. These newest (2017 & 2018) SuperDuty trucks are easy to live with, except for parking...
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Old 07-12-2018, 11:06 PM   #78
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How many of you are willing to see if you are exceeding the CARRYING CAPICITY OF YOUR VEHICLE?

First, with your truck and trailer loaded for a trip, go to a truck scales and have the truck weighed. You may need to weigh each axle separately, if so add the weights of the front and rear axles. Next, open up the driver door and look on the post for the GVWR.

Please report both the vehicle type, the vehicle weight and the GVWR.

If your vehicle weight is greater than the GVWR, please just say “I have exceeded the carrying capacity in my <vehicle>”

I know that many of you have exceeded the carrying capacity because vehicle manufacturers only advertise what a vehicle can pull, not what it can carry. For example, my vehicle was advertised as being able to pull 23,000 lbs. since the tongue weight of the trailer should be 10 - 20% of the trailer weight, the minimum tongue weight would be 2300 lbs or 350 lbs over my carrying capacity and that is without the driver or any other load for that matter (add me as a driver and I would be 550 lbs over my carrying capacity. The vehicle manufacturer is selling you a pile of BS about your vehicles ability. I mean, it “could” pull that weight if it had not options, no driver, no fuel, no load, etc.

Do not be fooled about how much a vehicle can pull!
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Old 07-13-2018, 12:24 AM   #79
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A big negative for me with jumping from an F150 to a Superduty is turning radius. It is very annoying in tight manuvers both with and without the trailer to have the much greater turning radius in our F350 over the F150.

FWIW, I was completely happy towing our 28’ International with an Ecoboost F150. Plenty of power with the twin turbo in the mountain passes such as Eisenhower in CO and Jackson pass outside of Jackson Hole, WY and completely stable with a Propride hitch including many very windy drive days in western states.

Lastly, as I’ve mentioned on here before, I don’t see the point in the F250 in diesel Superduty. The F350 has about 1k additional payload, rides the same unloaded as an F350, and is $45 dollars more equipped the same. I’m guessing that some that think the ride is stiffer unloaded have driven an F350 with optional stiffer front springs over an F250 (camper package for slide-in campers or snow plow prep package).
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Old 07-13-2018, 04:56 AM   #80
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Originally Posted by HeadWest View Post
A big negative for me with jumping from an F150 to a Superduty is turning radius. It is very annoying in tight manuvers both with and without the trailer to have the much greater turning radius in our F350 over the F150.

.
My exact same feeling when I went from a 1500 to a 2500HD gasser. The 2500 is a great tow vehicle and general purpose highway vehicle. But the turning radius is a pain as a daily driver / grocery getter.



I have suggested before for a potential owner of a 250/2500 truck, take it to a grocery store or a park garage as part of your test drive. Then you will understand the downside of it as a daily driver. Mine is a dedicated tow vehicle so I can live with the turning radius. If it was a daily driver I would be trading it for a capable 150/1500.
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Old 07-13-2018, 08:26 PM   #81
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Originally Posted by brick1 View Post
once you tow with s 3/4 ton diesel, you will not go back to a 1/2 ton gasser. It is so much more relaxed when towing, and you never feel like the trailer is taking control. Yes, the 1/2 ton will do the job. But the 3/4 ton diesel is simply in a different glass.
Your call...
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Old 07-13-2018, 09:16 PM   #82
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LOL! anyone heard from the OP yet?
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Old 07-14-2018, 08:43 AM   #83
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I would also suggest that the OP gets their new rig weighed, loaded as they will tow it. The stated GVWR of 9000 lbs is not the actual weight of their Airstream. It is the most it should weigh when loaded. Careful loading and placement can have a huge effect on towing stability.
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