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Old 08-07-2021, 07:34 PM   #81
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Quote:
Originally Posted by thewarden View Post
Exactly correct. While I am a huge fan of the Propride hitch, it is the heaviest out there, which just adds to the problem if you are already over your TV cargo capacity.
There is some debate out there as to how much of that weight is transferred to the hitch. Do a search on the forums.
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Old 08-08-2021, 08:09 AM   #82
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We added Firestone air bags that fit inside the rear coil springs to our 2021 Toyota Land Cruiser. This could not increase the load rating of the suspension but stiffened the spring to reduce sag when the 23D is attached. The rear axle load fully loaded for camping is still under the weight rating on the door plate and we are under the GVW rating as well.

Based upon my experience with our 2013 25FB International Serenity weights, the Land Cruiser would have the power with itís 5.7L V8 to pull the trailer (rated up to 8,000 pounds) but the Hensley hitch and the Tekonsha Prodigy RF brake controller put the literature 833 pound tongue weight to 1,150 pounds on the dealership lot. The extra roughly 250 pounds over our 23D tongue weight would have generated an overloaded condition before our camping gear was even in the car.

So the scales have the final say if a given proposed tow vehicle is legally capable of towing a specific trailer
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Old 08-09-2021, 10:12 AM   #83
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Check your Axle weight limits

Quote:
Originally Posted by thewarden View Post
I think this statement is a bit misleading. Most of the 1/2 ton trucks I see have a payload capacity in the neighborhood of 13-1400 lbs. Trucks with higher trim packages are even less. My neighbors F150 Platinum, for example, has a cargo capacity of just over 1200 lbs based on the door jam sticker.

Given that the GT25s real-world TW (not brochure) is closer to 1000 lbs, that leaves very little for passengers and extra cargo. At best, you are at, or very close to your cargo capacity.

For short trips, on flat roads that may be just fine. But if you are traveling many miles, in hilly or mountainous terrain, I would not be comfortable that my TV was at the max all the time. Just because some truck manufacturers hype says that it can leap tall buildings in a single bound, does not mean you should.

Take that maxed-out 1/2 ton rig down a long 7% grade with a sweeping 50 mph curve at the bottom in 90-degree heat and see how comfortable that is. These are the scenarios where the built-in cargo capacity cushion of a 3/4 or 1-ton truck pays dividends. Not to mention the engine braking of a diesel.

Check your axle weight limits and use your WD hitch to move the weight around and put it on the scale for yourself. I have, multiple time, several different set ups. The man with a theory will always be at the mercy of the man with experience.
PUT it in the SCALE and find out for your self.
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Old 08-09-2021, 10:16 AM   #84
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Quote:
Originally Posted by jondrew55 View Post
Just imagine if they were actually designed to a 17k configuration? No options required!

d
not hard to find in the PNW, almost everyone I looked at had a 7000lbs frame and a 10-11,000 lbs tow rating. Only the low end entry level trucks were less
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Old 08-09-2021, 10:23 AM   #85
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From the 2021 Ford F150 docs

Quote:
Originally Posted by jondrew55 View Post
I saw a post or YouTube talking about this. That Ford now was excluding passenger weight from their max rating effectively giving you another 800# of payload. I canít find the reference just remember the person talking about it says it seemed too good to be true.

"Maximum towing capabilities are for properly equipped vehicles with required equipment and a 150-lb. driver and passenger and vary
based on cargo, vehicle configuration, accessories, option content and number of passengers. Maximum payload capabilities are for
properly equipped vehicles with required equipment and vary based on vehicle configuration, accessories, and option content. See label on
door jamb for carrying capacity of a specific vehicle. Horsepower, torque, payload and towing are independent attributes and may not be
achieved simultaneously. For additional information, see your Ford Dealer."


I'm not sure if this means the payload number ACCOUNTS for two 150lbs people, or not.
Regardless it all comes down to axle weight limits and load placement accordingly.
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Old 08-09-2021, 11:06 AM   #86
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Quote:
Originally Posted by Daquenzer View Post
There is some debate out there as to how much of that weight is transferred to the hitch. Do a search on the forums.
IMHO...if the weight of a hitch the determining factor in go or no go, it's time to reconsider the entire rig.

To the OP....Honda 7000= 260lb+ save there?

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Old 08-09-2021, 02:11 PM   #87
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Quote:
Originally Posted by Dick tracy View Post
I'm not sure if this means the payload number ACCOUNTS for two 150lbs people, or not.
It doesn't. The door sticker says "occupants" count as payload. The manual includes the driver and all other occupants in the examples of how to calculate payload. If you still have doubts, weigh the tow vehicle fully fueled and empty. My actual empty, zero occupant, full-fuel weight is 60# higher than it should be...meaning, I'm already 60# poorer on payload. Only extras from stock are a tiny dash cam and Roadmaster suspension.

Quote:
Originally Posted by Dick tracy View Post
Regardless it all comes down to axle weight limits and load placement accordingly.
^1

Yes. Weigh the rig.
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Old 08-09-2021, 03:51 PM   #88
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I am so sick of having to think about my payload numbers that I will be buying a 1 ton as soon as I can find the one I want in stock. I am still debating dully vs single wheel though. I am inclined to go with a dully to prevent me from ever regretting not doing so. Like those times on the road when all hell breaks lose.
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Old 08-09-2021, 06:09 PM   #89
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Lol. If you do that then people will be telling you your bigass truck it beating up your little 25í camper and expect popping rivets

Quote:
Originally Posted by KCurtis View Post
I am so sick of having to think about my payload numbers that I will be buying a 1 ton as soon as I can find the one I want in stock. I am still debating dully vs single wheel though. I am inclined to go with a dully to prevent me from ever regretting not doing so. Like those times on the road when all hell breaks lose.
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Old 08-09-2021, 06:28 PM   #90
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Quote:
Originally Posted by Vitaver View Post
Confirmed with the dealer, the truck has only one 30 AMP receptacle, it canít be combined and provide the amperage needed to run 2 ACs, even with Easy Start (which I got anyway)
I think your dealer is wrong. That one 30 amp receptacle is two independent 30amp 120V circuits. With a cable like this one.

https://www.amazon.com/gp/product/B0...ref_=pd_gw_unk

You should be able to deliver 6000 watts of power. Two A/Cs should not overload 6000 watts. I realize this will not be the 12,000 watts that are typically available for 50 amp service but it should be enough to power 2 A/Cs especially with soft start. I think your dealer is saying that there is only one 30 amp circuit but that is wrong. There is a full 7.2 Kw or two independent 30 Amp circuits.
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Old 08-14-2021, 12:01 PM   #91
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Deciding factor

[QUOTE=RVDreamer;2524817]I think your dealer is wrong. That one 30 amp receptacle is two independent 30amp 120V circuits. With a cable like this one. ď

You are very likely correct but the critical issue for me is the payload, that even without the generator is exceeded. The comments above from another owner that had such a bad experience towing with the exact same truck I had on order finally convinced me to go to the F250 and no need to worry about it. On that one I will need to carry, and will, my Honda 7000
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Old 08-14-2021, 12:03 PM   #92
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Dully. KCurtis, the issue with the dully may be ‘not enough’ payload to keep traction in such a large rubber to pavement ratio. For traction you need, besides good tires, weight on them and if you are not loaded heavy enough, I suspect you are at risk of hydroplaning or just skidding over snow/some ice/wet road/mud, etc.
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Old 05-24-2023, 09:56 AM   #93
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To reduce tongue weight, adjust your load plan - just like we did when loading military cargo planes.

Avoid putting heavy items up front. Example store light extra paper towels under bed and put heavier tools, liquids, canned goods towards the back. Avoid very heavy mattresses. Use light weight linens and blankets - they are easiers to wash and dry anyway.

Anytime you can move something from front to back you get double the benefit. For instance, you could install a TyRAK from Airkraft and move the spare tire and its metal rack to behind the axles. That 100 lbs off the front and moves it to the rear.

These measures together can reduce excess tonque weight by 200 lbs or more.
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Old 05-24-2023, 02:52 PM   #94
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OP...was the TW gotten by the dealer a loaded for camping number?

IMHO...if 'payload' is such an issue something was wrongfully planed.

It's been my experience that you need a proper TW and loading 'to the rear' is not the correct solution for a lack payload capacity.

Point of interest what exactly is 'excessive TW'...isn't it just more weight than your setup can handle? Planning



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Brochure TW was 820.
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Old 05-24-2023, 06:25 PM   #95
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The published tongue weights seem to be derived from the published GVWR (i.e., the loaded weight) of the trailers.

For my 2021 International 27, Airstream lists the loaded weight as 7,600lbs and the tongue weight as 791 lbs (10.4%).

I am defining anything over 800 lbs as "excessive tongue weight" especially when the CAT scales say the whole trailer only weighs 7,000 lbs total actual.

Loading more to rear of the axles to get closer to manufacturer specified 800lbs seems perfectly reasonable (and safe) to me.
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Old 05-24-2023, 11:37 PM   #96
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My 2018 International Serenity 28/50amp has to tongue weight of almost 1100 lbs. A wee bit more than factory specs.
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Old 05-25-2023, 06:09 AM   #97
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Quote:
Originally Posted by ETroup View Post
The published tongue weights seem to be derived from the published GVWR (i.e., the loaded weight) of the trailers.

For my 2021 International 27, Airstream lists the loaded weight as 7,600lbs and the tongue weight as 791 lbs (10.4%).

I am defining anything over 800 lbs as "excessive tongue weight" especially when the CAT scales say the whole trailer only weighs 7,000 lbs total actual.

Loading more to rear of the axles to get closer to manufacturer specified 800lbs seems perfectly reasonable (and safe) to me.
Published weights have no home here, they present to be a dart board number.

Oh boy am I in trouble with a 1200lb TW
BTW...we measure TW un-hitched, with a fully loaded AS.
When hitched with WD set it becomes a receiver weight of 860lb YMMV

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