I looked at the new RAM 1500 (5.7L V8 with a 3.92 rear axle) and it boasts some impressive numbers.
GVWR - 7100 lbs
Payload - 1780 lbs
Towing - 11,240 lbs
Max Tongue - 1100 lbs
Front GAWR - 3900 lbs
Rear GAWR - 4100
GCW - 17,000
I found these numbers either on the door frame or at Ramtrucks.com
So without getting into the weeds, how large a trailer should I consider?
BeerBrewer wrote:
I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
NY tags those trucks as commercial? Seems odd.
I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
Here's the kicker, you'l get real close to GVWR just with people and tongue weight. Typically a TT puts about 15% of trailer weight on the tongue. So, if you get a 10,000lbs trailer you can expect close to 1,500lbs of tongue weight......which according to your numbers exceeds the receiver rating. OUCH!!
So, how big of a trailer? Watch all those numbers and find a trailer that keeps you within those specs.
KJ
'14 Ram 2500|Crew Cab Long Bed|4X4|Cummins
Curt Q20 with Ram 5th Wheel Prep
2000 Crownline 205BR
1997 Ranger Comanche 461VS
'01 Polaris Virage TX PWC
'94 Polaris SLT750 PWC
3 Wonderful Sons (21, 15, & 13)
1 forgiving wife!!!
2oldman wrote:
BeerBrewer wrote:
I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
NY tags those trucks as commercial? Seems odd.I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
I thought the same. 1 ton maybe, but I thought 3/4 ton usually slid under the commercial radar in most states.
Btw, half the replies will tell you to get a HD truck to tow much of anything. If you want to feel better about 1/2 tons try a different forum where less of the members are ultra conservative in their assertions of towing capabilities of light duty trucks.
2016 Ram 2500, MotorOps.ca EFIlive tuned, 5” turbo back, 6" lift on 37s
2017 Heartland Torque T29 - Sold.
Couple of Arctic Fox TCs - Sold
Prev: 2010 Cougar 322QBS (junk)
02 Dodge 2500 4x4 5.9L CTD 3.55
07 Dodge 3500 4x4 SRW Mega 5.9L CTD 3.73
14 Ram 2500 4x4 Crew 6.4L Hemi 4.10
06 Chevy 1500 4x4 E-Cab 3.73 5.3L
07 Dodge 1500 5.7L Hemi 3.55 / 2010 Jayco 17z
All above are sold, no longer own an RV
LIKE2BUILD wrote:
I thought the same. 1 ton maybe, but I thought 3/4 ton usually slid under the commercial radar in most states.
2oldman wrote:
BeerBrewer wrote:
I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
NY tags those trucks as commercial? Seems odd.I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
I thought the same. 1 ton maybe, but I thought 3/4 ton usually slid under the commercial radar in most states.
Yous guys should read his other thread....or we could have 4 more pages of discussion about it here again.
2500 Ram, 6.4 Gasser (yes that's sacreledge on here) can be 4300 lb cargo cap and 14000 towing, but you will have to research specific trucks to stay under 10,000.
ScottG wrote:
It's not what they can pull that limits them. it's what they can haul. 1/2T trucks run out of payload before towing capacity. Hight tongue weight rules them out in many heavy towing situations.
It's not what they can pull that limits them. it's what they can haul. 1/2T trucks run out of payload before towing capacity. Hight tongue weight rules them out in many heavy towing situations.
Yep - this is always the issue on 1/2 ton trucks. EVERYTHING that adds weight to the truck comes off your payload. You, your family, your dog, your gear, the hitch - it all comes off that number. So, a family of four that weighs 500 pounds total, plus a WD hitch (say 75 pounds) and some very basic travel items (cooler with beverages, a few tools, etc...) and your 1,780 in payload is now down below 1,200. Add any more gear in the bed and it gets even lower. The remaining weight needs to be able to cover 15% of your LOADED trailer weight (your tongue weight might be lower than that, but you won't know until you have it, so it's probably bot a risk work taking).
So, it all depends on how many will be travelling and what you need, but I'd want to stay below 8,000, loaded, with that rig.
Ours is 8,000 loaded. I would tow it with a properly equipped 1/2 ton if it were just me and DW. For our family of 5, however, I wouldn't try it!
2015 Cummins Ram 4wd CC/SB
2023 F350 SRW Platinum short box 4x4.
B&W Companion
2008 Citation Platinum XL 34.5
4x4ord wrote:
You can get a 1 ton SRW with a 10,000 gvwr option.... which consists of nothing but a 10,000 lb gvwr door sticker in place of the 11,500 lb sticker.
You can get a 1 ton SRW with a 10,000 gvwr option.... which consists of nothing but a 10,000 lb gvwr door sticker in place of the 11,500 lb sticker.
Sorry it's off topic but in New Brunswick it's all about axle rating totals not GVWR.
I have a 3/4 ton but I am commercial.
As you stop by dealer lots to test drive trucks, pay attention to as equipped payload. I heard that Ram has bumped theirs up for 2018+ models, but they have had the lowest overall for same equipment/cab combo for many years.
A & A parents of DD 2005, DS1 2007, DS2 2009
2011 Suburban 2500 6.0L 3.73 pulling 2011 Heartland North Trail 28BRS
2017 Subaru Outback 3.6R
2x 2023 Chevrolet Bolt EUV (Gray and Black Twins)
I also just discovered that the max tongue weight of the RAM 1500 is 1,275 lbs and not 1000 lbs. Which helps a bit.
The heaviest trailer we are considering has a GVWR of 7495 lbs and UVW of 5625 lbs, so we should be okay???
I'm also planning to use a WDH, like Blue OX Sway Pro.
BeerBrewer wrote:
Frankly, I think its INSANE to require commercial plates on a pickup truck just because it weighs more than 6000 lbs, but that's the stupid law.
First I've heard of it. I can license my MDT as a regular truck, not commercial, in WA, and it weighs about double that.Frankly, I think its INSANE to require commercial plates on a pickup truck just because it weighs more than 6000 lbs, but that's the stupid law.
That really limits you on what you can tow. I don't know what commercial licensing costs, or if that means you have to stop at weigh stations. Sounds ridiculous to me.
* This post was last edited 12/10/18 11:46am by 2oldman *
2015 Ram 1500
2022 Grand Design Imagine XLS 22RBE
I ended up wanting a larger fifth wheel, so we now own an F350 DRW Crew Cab 6.7L diesel, but I sure do miss that F150. I was the most comfortable ride of any truck I have ever been in. It was more comfortable than DH's Cadillac.
You CAN get a 1/2 ton vehicle that can pull a pretty good size trailer (we pulled a fifth wheel), but they are few and far between.
2017 Ford F350 Crew Cab 6.7L 4x4 DRW
Quote:
I also just discovered that the max tongue weight of the RAM 1500 is 1,275 lbs and not 1000 lbs. Which helps a bit.
The heaviest trailer we are considering has a GVWR of 7495 lbs and UVW of 5625 lbs, so we should be okay???
I also just discovered that the max tongue weight of the RAM 1500 is 1,275 lbs and not 1000 lbs. Which helps a bit.
The heaviest trailer we are considering has a GVWR of 7495 lbs and UVW of 5625 lbs, so we should be okay???
The 1275 lb max weight is just the hitch rating on the truck. Upgrade the hitch to take advantage of the Rams 4100 rawr which will be carrying all the TT hitch weight.....plus the hitch....plus other gear in the bed.
The new 1500 Ram with the 4100 rawr is good for approx 1600-1700 lb in the bed payload. WE have no idea how much you will load in the truck or front of the trailer so you will have to do your own math.
I 'spect that truck with the 5.7 Hemi.....3.92 gear ratio will have no problems pulling that size trailer.
"good judgment comes from experience, and a lot of that comes from bad judgment" ............ Will Rogers
'03 2500 QC Dodge/Cummins HO 3.73 6 speed manual Jacobs Westach
'97 Park Avanue 28' 5er 11200 two slides
ppine wrote:
The lightest trailer that will do the job. I like trailers under 6,000 pounds, then we can go everywhere.
The lightest trailer that will do the job. I like trailers under 6,000 pounds, then we can go everywhere.
And yes, the eternal debate on the compromise between multi RV features and being able to go and camp almost everywhere.
goducks10 wrote:
I'd look for a TT in the 5000 lb dry weight range. That will allow you to load up 750-1,000 lbs in the TT and be golden.
I'd look for a TT in the 5000 lb dry weight range. That will allow you to load up 750-1,000 lbs in the TT and be golden.
X2, take a look at Lance TT’s, model 2375.
* This post was edited 12/10/18 07:44pm by GeoBoy *
The one the OP is looking at is on the higher end of half ton's. Most of the half ton's are about 1K lbs lower in rating.
Most pickups and SUVs have the tongue/pin weight behind the drivers doors rear edge. Just take a side view of any TV to see this.
So most of the weight will be on the rear axle when towing.
People/pets/cargo/etc loaded into/onto the passenger area on most all TVs is in front of the rear axle center line
Recommend looking at the rear GAWR to gauge your TV purchase vs the trailer tongue or pin weight. Not their 'dry' weight, but loaded weight. You can get the percentage zone using the 'dry' tongue/pin weight and then figure about where it will be loaded to...or use its GVWR to figure the tongue/PIN percentage weight
As an example of what am trying to say...my Suburban's front GAWR is 4,250 lbs. Which is more than most half ton REAR GAWR. The rear GAWR of most higher class TV's will be 6,000 lbs or more
![[image]](https://i.imgur.com/csQIfi1.jpg )
![[image]](https://i.imgur.com/m3zZPvb.png)
Click For Full-Size Image.Glad you are gathering the proper info and then do the simple math to figure it out. The generic formula to figure is: GCWR >= TV actual weight + trailer actual weight + stuff (people, pets, cargo, etc, etc and the hitch system)
BeerBrewer wrote:
I'm new to RVing and I'm in the market for a new TV. Ideally I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates, which makes driving on Long Island (NY State) difficult, so I'm considering going with a 1/2 ton truck, but i'm not sure how large a trailer they can tow.
I looked at the new RAM 1500 (5.7L V8 with a 3.92 rear axle) and it boasts some impressive numbers.
GVWR - 7100 lbs
Payload - 1780 lbs
Towing - 11,240 lbs
Max Tongue - 1100 lbs
Front GAWR - 3900 lbs
Rear GAWR - 4100
GCW - 17,000
I found these numbers either on the door frame or at Ramtrucks.com
So without getting into the weeds, how large a trailer should I consider?
I'm new to RVing and I'm in the market for a new TV. Ideally I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates, which makes driving on Long Island (NY State) difficult, so I'm considering going with a 1/2 ton truck, but i'm not sure how large a trailer they can tow.
I looked at the new RAM 1500 (5.7L V8 with a 3.92 rear axle) and it boasts some impressive numbers.
GVWR - 7100 lbs
Payload - 1780 lbs
Towing - 11,240 lbs
Max Tongue - 1100 lbs
Front GAWR - 3900 lbs
Rear GAWR - 4100
GCW - 17,000
I found these numbers either on the door frame or at Ramtrucks.com
So without getting into the weeds, how large a trailer should I consider?
-Ben Picture of my rig
1996 GMC SLT Suburban 3/4 ton K3500/7.4L/4:1/+150Kmiles orig owner...
1980 Chevy Silverado C10/long bed/"BUILT" 5.7L/3:73/1 ton helper springs/+329Kmiles, bought it from dad...
1998 Mazda B2500 (1/2 ton) pickup, 2nd owner...
Praise Dyno Brake equiped and all have "nose bleed" braking!
Previous trucks/offroaders: 40's Jeep restored in mid 60's / 69 DuneBuggy (approx +1K lb: VW pan/200hpCorvair: eng, cam, dual carb'w velocity stacks'n 18" runners, 4spd transaxle) made myself from ground up / 1970 Toyota FJ40 / 1973 K5 Blazer (2dr Tahoe, 1 ton axles front/rear, +255K miles when sold it)...
Sold the boat (looking for another): Trophy with twin 150's...
51 cylinders in household, what's yours?...
2021 Ram 2500 Crew, 6.4, 4x4
2022 Cherokee Arctic Wolf 287BH
B and W patriot 18k slider.
But as noted, watch the payload to work with. The truck OP speed, for my family of 6, my tow capacity would be zero, nada, zilch, squat. As my family when kids weye teens, was 1200-1300 lbs. Add in a dog or two, rack for canoes, generator, firewood in bed, 800 lbs for hit h weight....2700-2800 lb payload minimum was needed!
Keep this in mind, said 15 series trucks may look good on paper, in reality.... useless.
Marty
92 Navistar dump truck, 7.3L 7 sp, 4.33 gears with a Detroit no spin
2014 Chevy 1500 Dual cab 4x4
92 Red-e-haul 12K equipment trailer
UVW = 5,625 lbs ( I know not a real useful number)
GVWR = 7,495 lbs
Tongue Weight = 594 lbs (I think the number will closer to 900 lbs when loaded)
Since the payload on the truck is 1780 that leaves 880 lbs (1780 - 900 = 880) for passengers (me and my wife), fuel and some cargo. Now I agree thats not a ton of extra capacity, but we should be able to manage it. Correct?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
BTW, this is a slightly off topic rant..... out of the 6 different sales people I have talked to in the last week, not one of them had the slightest understanding of payload and how it will affect what you can tow.
BeerBrewer wrote:
The heaviest trailer we are looking at is the Grand Design Imagine 2600RB. According to the maker the weight numbers for it are as follows:
UVW = 5,625 lbs ( I know not a real useful number)
GVWR = 7,495 lbs
Tongue Weight = 594 lbs (I think the number will closer to 900 lbs when loaded)
Since the payload on the truck is 1780 that leaves 880 lbs (1780 - 900 = 880) for passengers (me and my wife), fuel and some cargo. Now I agree thats not a ton of extra capacity, but we should be able to manage it. Correct?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
The heaviest trailer we are looking at is the Grand Design Imagine 2600RB. According to the maker the weight numbers for it are as follows:
UVW = 5,625 lbs ( I know not a real useful number)
GVWR = 7,495 lbs
Tongue Weight = 594 lbs (I think the number will closer to 900 lbs when loaded)
Since the payload on the truck is 1780 that leaves 880 lbs (1780 - 900 = 880) for passengers (me and my wife), fuel and some cargo. Now I agree thats not a ton of extra capacity, but we should be able to manage it. Correct?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
https://www.trailerhitchrv.com/product/n........19-grand-design-imagine-2600rb-932195-29
Trailer Hitch RV shows pics of Grand Design weight stickers. It will give you an idea of real world weights.
BeerBrewer wrote:
The heaviest trailer we are looking at is the Grand Design Imagine 2600RB. According to the maker the weight numbers for it are as follows:
UVW = 5,625 lbs ( I know not a real useful number)
GVWR = 7,495 lbs
Tongue Weight = 594 lbs (I think the number will closer to 900 lbs when loaded)
Since the payload on the truck is 1780 that leaves 880 lbs (1780 - 900 = 880) for passengers (me and my wife), fuel and some cargo. Now I agree thats not a ton of extra capacity, but we should be able to manage it. Correct?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
I would have no qualms towing that with my half ton. But it would only be me, wife, and couple hundred pounds of other stuff in the truck.
The heaviest trailer we are looking at is the Grand Design Imagine 2600RB. According to the maker the weight numbers for it are as follows:
UVW = 5,625 lbs ( I know not a real useful number)
GVWR = 7,495 lbs
Tongue Weight = 594 lbs (I think the number will closer to 900 lbs when loaded)
Since the payload on the truck is 1780 that leaves 880 lbs (1780 - 900 = 880) for passengers (me and my wife), fuel and some cargo. Now I agree thats not a ton of extra capacity, but we should be able to manage it. Correct?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
The manatees of Halls river Homosassa Springs Fl
1985 Chevy Silverado c10. 454 stroker / 495 CI = 675 HP. 650lb of torque. Turb0 400 tranny. 3000 stall converter. Aluminum heads. 3 inch exhaust flowmasters. 2 inch headers. Heat and air. Tubed.
-200x100.jpg)
What does OP stand for?
Winnebago 2101DS TT & 2022 Chevy Silverado 1500 LTZ Z71, WindyNation 300 watt solar-Lossigy 200 AH Lithium battery. Prefer boondocking, USFS, COE, BLM, NPS, TVA, state camps. Bicyclist. 14 yr. Army -11B40 then 11A - (MOS 1542 & 1560) IOBC & IOAC grad
We really like the ecoboost and looked at a lot of TT's / FW. We ended up deciding on a 2500rl Grand Design. I think the weight on the TT with gas is 5600 +/-. Max loaded weight is 7500+/-, very similar to what you are talking about. We purchased a new ecoboost with max tow pkg but not max payload. Our payload is 1780 also. I feel very comfortable with this package. There are only two of us and we usually load about 1000lbs in the TT.
We are leaving very soon for our Florida trip. Still getting the TT set up. We did tow it 5 hours empty to get home from the dealer. I think it will tow very similar to our previous TT which was about 5100 lbs empty. Our 2013 ecoboost without max tow and less payload than the new one handled it fine.
I will say we are at the max TT for my comfort to tow. The specs say it will tow more but payload will get you. btw most TT dealers will tell you you can tow a 10000 lb TT or fifth wheel with any ecoboost. Of course they don't have to ride with you.
BeerBrewer wrote:
goducks10 .... thanks for that info. The wt sticker on the trailer shown in the add was about 100 lbs more than what was shown in the brochure.
What does OP stand for?
goducks10 .... thanks for that info. The wt sticker on the trailer shown in the add was about 100 lbs more than what was shown in the brochure.
What does OP stand for?
OP = original poster
2006 Silverado 1500HD Crew Cab 2WD 6.0L 3.73 8600 GVWR
2018 Coachmen Catalina Legacy Edition 223RBS
1991 Palomino Filly PUP
2oldman wrote:
BeerBrewer wrote:
I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
NY tags those trucks as commercial? Seems odd.I'd like a 3/4 or 1 ton truck, but these trucks require commercial plates,
Any truck over 6,000 lbs. gets commercial tags. The only way around it is to have some camping equipment permanently mounted in the bed of the truck.
BeerBrewer wrote:
The heaviest trailer we are looking at is the Grand Design Imagine 2600RB. According to the maker the weight numbers for it are as follows:
UVW = 5,625 lbs ( I know not a real useful number)
GVWR = 7,495 lbs
Tongue Weight = 594 lbs (I think the number will closer to 900 lbs when loaded)
Since the payload on the truck is 1780 that leaves 880 lbs (1780 - 900 = 880) for passengers (me and my wife), fuel and some cargo. Now I agree thats not a ton of extra capacity, but we should be able to manage it. Correct?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
The heaviest trailer we are looking at is the Grand Design Imagine 2600RB. According to the maker the weight numbers for it are as follows:
UVW = 5,625 lbs ( I know not a real useful number)
GVWR = 7,495 lbs
Tongue Weight = 594 lbs (I think the number will closer to 900 lbs when loaded)
Since the payload on the truck is 1780 that leaves 880 lbs (1780 - 900 = 880) for passengers (me and my wife), fuel and some cargo. Now I agree thats not a ton of extra capacity, but we should be able to manage it. Correct?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
Double check me but I'm pretty sure the curb weight includes a 150 lb driver, full fuel so the 1780 payload would be on top of that. If that is the case the 880 lbs (after subtracting the tongue weight) would be for passengers and gear.
Wife Kim
Son Brandon 17yrs
Daughter Marissa 16yrs
Dog Bailey
12 Forest River Georgetown 350TS Hellwig sway bars, BlueOx TrueCenter stabilizer
13 Ford Explorer Roadmaster Stowmaster 5000, VIP Tow>
A bad day camping is
better than a good day at work!
dodge guy wrote:
In the end, no more than 8000lbs loaded!
In the end, no more than 8000lbs loaded!
This follows a rule of thumb about towing I learned many years ago before GCWR's became common. RA time 2 for max trailer weight. Being as the truck the op is looking at, has a 4100 rgawr, times two is 8200 lbs.
THis is a general rule of thumb, when the tail will start wagging the dog. Yes you can go higher. Or if you load said tail incorrect, you can get in trouble at a lower amount too!
its not just how much HP, low gears in axel vs gears in trans vs _________!
marty
Pick your favorite brand 1/2 ton. Ford, GM Ram, Yota or Nissan. Get the big motor and trailer/ payload/super whatever towing package.
Go buy a trailer that is within the range of the ones you're looking at, becasue they ALL will tow just fine.
And GO CAMPING already!
Seriously bud, I'm not trying to be sarcastic. I've towed stuff that size all over town or all over the country for almost 30 years now, since I got my drivers license, with a lot of differnet 1/2 tons. Many of which, in stock form, that would not hold a candle to any 2018 model pickup in terms of power, handling, braking, stability or strength.
It ok. You can do it.
2008 Jayco G2 28RBS
2016 Nissan XD 5.0L Cummins
Plenty of 60’s, 70’s and 80’s models of 3/4 and 1 ton trucks that would weigh under 6,000 lbs “unladen” weight to be liscensed as personal.
Link to the NY DMV
Stupid law. Stupid stupid law. This one is worse than California’s stupid 55 MPH speed limit while towing.
Thanks and JMHO!
Jeremiah
TV-2022 Silverado 2WD
TT - Zinger 270BH
WD Hitch- HaulMaster 1,000 lb Round Bar
Dual Friction bar sway control
It’s Kind of Fun to do the Impossible
~Walt Disney~
jerem0621 wrote:
Plenty of 60’s, 70’s and 80’s models
Jeremiah
Plenty of 60’s, 70’s and 80’s models
Jeremiah
Not in New York!
![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/smile.gif "smile")
2020 F150 XL Screw 4x4 6.5”box
3.5 ecoboost Max tow HDPP
7850 GVW. 4800 RAWR
2565 payload
2020 Cougar 29RKS 5th wheel
jerem0621 wrote:
This one is worse than California’s stupid 55 MPH speed limit while towing.
Many don't like it, but I do. Gives me an excuse for having 6 cars backed up behind me. LOL
This one is worse than California’s stupid 55 MPH speed limit while towing.
* This post was edited 12/11/18 09:52am by 2oldman *
mooky stinks wrote:
Not in New York!
jerem0621 wrote:
Plenty of 60’s, 70’s and 80’s models
Jeremiah
Plenty of 60’s, 70’s and 80’s models
Jeremiah
Not in New York!
May have to travel to find a good one. Ha ha
2edgesword wrote:
Any truck over 6,000 lbs. gets commercial tags.
Assuming they cost more, is that because NY has really crummy roads?
Any truck over 6,000 lbs. gets commercial tags.
BeerBrewer wrote:
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
mlh....I still have not totally ruled out a 250/2500 even though I'd have to register it as a commercial vehicle. The fact that I couldn't use most of the freeways on Long Island makes it a hard sell. So if I can safely tow the trailer we want with a 1/2 ton truck I have to seriously consider it. What rear end was in the truck that you traded in?
BeerBrewer, the rear end was 3.92. In my opinion, besides actually being overweight, the engine just wasn't enough. It was also kind of squirrely on the way home. This may be fine in some people's opinion, but I had a 2500 before and knew how much better it can be.
I'm not trying to talk you out of a 1500 being you are in NY, just making you aware that the numbers on the website could be way off once you actually weigh it.
But you won't find these on any dealer lot. If you are buying new you will have to order it. If you are trying to buy used, you probably won't find one.
Just pick one!
Want a diesel? You got 3? 1/2 ton options now. Want a big V8? Hemis, 6.2 chevys....
Want a high strung pull the guts out of an elephant turbo gasser? Fords got a couple of those beasts. Heck even the base V6 trucks have 300hp and essentially the same chassis as their counterparts that are now rated to tow like 11-12klbs.
Those that are pooping on 1/2 tons are either not well read on newer trucks, being obtuse for the sake of argument or can’t remember anything past that 1982 D150 with the 161?hp 318 and 3 on the tree!
You’re the same folks that are ok with pulling 15-20klbs behind an 8-9000lb “HD” pickup.
2edgesword wrote:
Double check me but I'm pretty sure the curb weight includes a 150 lb driver, full fuel so the 1780 payload would be on top of that. If that is the case the 880 lbs (after subtracting the tongue weight) would be for passengers and gear.
Double check me but I'm pretty sure the curb weight includes a 150 lb driver, full fuel so the 1780 payload would be on top of that. If that is the case the 880 lbs (after subtracting the tongue weight) would be for passengers and gear.
I am 99% sure curb weight is for an empty vehicle. Many manufactures include a driver in a towing capacities, but not in the payload numbers.
Mickeyfan0805 wrote:
I am 99% sure curb weight is for an empty vehicle. Many manufactures include a driver in a towing capacities, but not in the payload numbers.
2edgesword wrote:
Double check me but I'm pretty sure the curb weight includes a 150 lb driver, full fuel so the 1780 payload would be on top of that. If that is the case the 880 lbs (after subtracting the tongue weight) would be for passengers and gear.
Double check me but I'm pretty sure the curb weight includes a 150 lb driver, full fuel so the 1780 payload would be on top of that. If that is the case the 880 lbs (after subtracting the tongue weight) would be for passengers and gear.
I am 99% sure curb weight is for an empty vehicle. Many manufactures include a driver in a towing capacities, but not in the payload numbers.
Yep, Towing Capacity includes driver and full tank.
Payload Capacity includes ONLY full tank, not driver. Driver is considered as one of the Occupants.
Dan- Firefighter, Retired">, Shawn- Musician/Entrepreneur">, Zoe- Faithful Golden Retriever(RIP">), 2014 Ford F150 3.5 EcoboostMax Tow pkg, 2016 PrimeTime TracerAIR 255 w/4pt Equalizer and 5 Mtn. bikes and 2 Road bikes
Mickeyfan0805 wrote:
I am 99% sure curb weight is for an empty vehicle. Many manufactures include a driver in a towing capacities, but not in the payload numbers.
2edgesword wrote:
Double check me but I'm pretty sure the curb weight includes a 150 lb driver, full fuel so the 1780 payload would be on top of that. If that is the case the 880 lbs (after subtracting the tongue weight) would be for passengers and gear.
Double check me but I'm pretty sure the curb weight includes a 150 lb driver, full fuel so the 1780 payload would be on top of that. If that is the case the 880 lbs (after subtracting the tongue weight) would be for passengers and gear.
I am 99% sure curb weight is for an empty vehicle. Many manufactures include a driver in a towing capacities, but not in the payload numbers.
Does splitting hairs over 150lbs actually concern you guys when talking trucks??
2oldman wrote:
2edgesword wrote:
Any truck over 6,000 lbs. gets commercial tags.
Assuming they cost more, is that because NY has really crummy roads?Any truck over 6,000 lbs. gets commercial tags.
Are you serious? We visited most of the National Parks in Kalifornia and found where parts of roads that slid of the side of the mountain, Kalifornia’s fix was to put a sign up stating single lane! Took Rt. 199 to the Redwood NP and the road was winding and rock overhanging to the point you had to get into the oncoming lane to avoid hitting my 12’ tall TC! Took Rt. 120 into Yosemite NP, a rock slid occurred years ago, Kalifornia’s answer was to not fix but find an alternate route around it. Low and behold a rock slide fell on that route and we had to take a 5 hour round trip to get back into the park! Took Kalifornia over a month to remove that rock! New York roads are some of the best designed, best signed and best maintained roads in the United States.
GeoBoy wrote:
Are you serious? We visited most of the National Parks in Kalifornia and found where parts of roads that slid of the side of the mountain, Kalifornia’s fix was to put a sign up stating single lane! Took Rt. 199 to the Redwood NP and the road was winding and rock overhanging to the point you had to get into the oncoming lane to avoid hitting my 12’ tall TC! Took Rt. 120 into Yosemite NP, a rock slid occurred years ago, Kalifornia’s answer was to not fix but find an alternate route around it. Low and behold a rock slide fell on that route and we had to take a 5 hour round trip to get back into the park! Took Kalifornia over a month to remove that rock! New York roads are some of the best designed, best signed and best maintained roads in the United States.
2oldman wrote:
2edgesword wrote:
Any truck over 6,000 lbs. gets commercial tags.
Assuming they cost more, is that because NY has really crummy roads?Any truck over 6,000 lbs. gets commercial tags.
Are you serious? We visited most of the National Parks in Kalifornia and found where parts of roads that slid of the side of the mountain, Kalifornia’s fix was to put a sign up stating single lane! Took Rt. 199 to the Redwood NP and the road was winding and rock overhanging to the point you had to get into the oncoming lane to avoid hitting my 12’ tall TC! Took Rt. 120 into Yosemite NP, a rock slid occurred years ago, Kalifornia’s answer was to not fix but find an alternate route around it. Low and behold a rock slide fell on that route and we had to take a 5 hour round trip to get back into the park! Took Kalifornia over a month to remove that rock! New York roads are some of the best designed, best signed and best maintained roads in the United States.
National Park roads are federal. Soo Trump, blaming someone else for not properly maintaining federal lands where fires started when it's his responsibility, lol.
I've towed my (scaled) 8300lb TT with 3 different trucks. A 2500HD and 2 different 1500 Max Tows. The 2500HD was the most stable but not the best puller. One 1500 had the 6.2 w/ 8 speed and 3.42 rear with 19xx payload. It towed the best and got 11-12mpg while doing it. That said, it required the LTZ package which I wasn't willing to pay for this time around. My current truck has the 5.3, 6 speed and 3.73 rear and 20xx payload. Although the 6.2 has about 80 more HP, it isn't that noticeable when towing. Not sure if it's the 3.73 in the new truck or not. If you're shopping for a new 1/2 ton I would definitely look into a GM or Ford that can give you more payload. I had to order the 6.2 truck but the 5.3 truck was a dealer trade and there were several of those available. I personally wouldn't go over 7000lbs with a regular 1/2 ton or over 8500lbs with a max tow/ HD payload. I think just as important, maybe more, is the length of the trailer. Mine has an OAL of 35ft and it isn't for everyone on those windy days. I would try and stay under 29-30ft OAL for a 1/2 ton.
Yosemite Sam1 wrote:
National Park roads are federal. Soo Trump, blaming someone else for not properly maintaining federal lands where fires started when it's his responsibility, lol.
GeoBoy wrote:
Are you serious? We visited most of the National Parks in Kalifornia and found where parts of roads that slid of the side of the mountain, Kalifornia’s fix was to put a sign up stating single lane! Took Rt. 199 to the Redwood NP and the road was winding and rock overhanging to the point you had to get into the oncoming lane to avoid hitting my 12’ tall TC! Took Rt. 120 into Yosemite NP, a rock slid occurred years ago, Kalifornia’s answer was to not fix but find an alternate route around it. Low and behold a rock slide fell on that route and we had to take a 5 hour round trip to get back into the park! Took Kalifornia over a month to remove that rock! New York roads are some of the best designed, best signed and best maintained roads in the United States.
2oldman wrote:
2edgesword wrote:
Any truck over 6,000 lbs. gets commercial tags.
Assuming they cost more, is that because NY has really crummy roads?Any truck over 6,000 lbs. gets commercial tags.
Are you serious? We visited most of the National Parks in Kalifornia and found where parts of roads that slid of the side of the mountain, Kalifornia’s fix was to put a sign up stating single lane! Took Rt. 199 to the Redwood NP and the road was winding and rock overhanging to the point you had to get into the oncoming lane to avoid hitting my 12’ tall TC! Took Rt. 120 into Yosemite NP, a rock slid occurred years ago, Kalifornia’s answer was to not fix but find an alternate route around it. Low and behold a rock slide fell on that route and we had to take a 5 hour round trip to get back into the park! Took Kalifornia over a month to remove that rock! New York roads are some of the best designed, best signed and best maintained roads in the United States.
National Park roads are federal. Soo Trump, blaming someone else for not properly maintaining federal lands where fires started when it's his responsibility, lol.
If you look at a map, none of the Kalifornia roads I noted are NP roads. They are state roads and have nothing to do with politics and everything to do with Kalifornia’s poorly run DOT!