rhagfo wrote:
SanMarMor wrote:
mtofell1 wrote:
One annoyance every time this comes up is the "just go by the trailer's GVWR" crowd. Honestly, that's crappy advice. A trailer's GVWR is determined by what a trailer "could" carry not what you will put in it. Take the dry weight and account for what you are going to put in it. Also, realize the dry weight may be without batteries, propane tanks and definitely is without water.
A very true statement. When we ordered our trailer, we upgraded the axles from 5000# to 6000#. This added a lot to the GVWR, without adding much to the dry weight of the trailer. We can carry 3600# of cargo, but at the last scale weighing, we were only carrying 1800# of cargo. Know your numbers. It can all be very confusing.
Even with the lower cargo weight of the trailer at the scales, my 2007 one ton dually was just 200# under GVWR. The truck had a lot in the bed though, so it was carrying extra cargo (firewood, bikes, hammocks, tools, pallet step).
Mark
One really needs to look DRY and GVWR!!
It is really surprising how low some 5er's payloads are. 30'+ with 1,200# payload is really bad, then you have the Arctic Fox at 35' and almost 5,000#.
The issues with a gas one ton is NOT going to be payload, it will be what it can pull. The 6.4 Hemi is a strong engine, and if most towing is mostly flat good to go, personally I would consider 12,000# about max for comfortable tow.
Yes! That is totally correct. GVWR IS important so you know cargo capacity. It's amazing how low that will sometimes be. I was looking at it from the other end when they are ridiculously high.
I once had a travel trailer with a 4600# difference between dry weight and GVWR. There's no reason to pair a tow vehicle to a trailer in that instance unless you're a traveling anvil sales rep :)
