audiodane wrote:
Second Chance wrote:
Use 23% of a fifth wheel's GVWR to estimate loaded pin weight. If you have a family and are planning on a fifth wheel and carrying everyone in a crew cab, forget any 3/4-ton truck and go straight for a 1-ton SRW minimum. There are lots of folks out there who are members of the "Two-Timers' Club" - those who didn't buy enough truck the first time around and had to eat the depreciation and upgrade.
Thanks for the feedback, Rob. We're kind of already doing that (van -> expedition -> ??) ...
But for every personal experience / opinion like yours that I receive, I receive an equal number of personal experiences/opinions that say the opposite (that a 3/4 ram 2500 is just fine).
Can you give me any concrete reasons why the two sets of equations above don't line up? Something to which the engineer in me can say, "ahhh, that makes sense?"
Otherwise this and other forums leads to a big game of "he said/she said." Which while well-intended, still subjective rather than objective.
cheers,
..dane
Dane,
As an engineer you know that equations are theoretical. Where the rubber meets the road (pun intended) with towing RVs is with actual CAT scale weights. The published numbers from the truck manufacturers are general and - you don't really know what kind of payload you have left until the truck is optioned out, fueled up, loaded with people, gear, hitch, pets, etc., and taken to the CAT scales. Once you subtract the loaded weight (front and rear axles separately) from the GVWR and GAWR numbers on the door sticker, you don't have "real" numbers for the truck. If you don't yet own the truck, sticker numbers off an existing truck on the lot are better than brochure numbers. You can then add up all the things listed above and subtract from the sticker numbers.
Toy haulers and front-living fifth wheels can vary in the percentage of weight they put on the pin, but the 23% of GVWR is a pretty reliable starting point. The published pin weights from the manufacturers are empty - without batteries, propane, water, waste, or anything you load in the RV.
Example: our Reflection fifth wheel is considered a "mid-profile" (i.e. mid-weight) fifth wheel RV. Its GVWR per the manufacturer (and not changed by our suspension upgrade, tires, etc.), is 13,990 lbs. Loaded for just the two of us, the trailer weighs 13,980 (About 400 lbs. of that is unsprung weight with the MOR/ryde independent suspension, so I'm not worried about being so close on that one) and puts a little over 3,000 lbs. of that on the pin. With our previous GMC 2500HD diesel crew cab (2WD, I might add - 4WD trucks will have less), the truck had 3,150 lbs. payload left per the CAT scales. That was not much safety margin for our RV. As full-timers, we moved up to a DRW 1-ton truck when we had the opportunity and have never regretted the move.
The cost difference is minimal between similarly equipped 3/4-ton and 1-ton trucks. Look for a SRW 1-ton with the most payload you can get. All the calculations in the world can't justify scrimping on safety when it comes to your family and others on the road.
Rob
