Towing capacity

There is also a possible confusion with MTWR with GCWR and tossed that and posted half ton (less than 8K GVWR) that the OP might have.

Really posting for both the OP and lurkers out there that PM me asking because almost everyone uses marketing nomenclature...half ton, 3/4 ton, 1 ton and then the modifiers = HD, Heavy Duty, Super Duty, etc.

Tried to keep it simple for the OP & lurkers, but it got out of hand, so posting latest and greatest model lines and their MTWR's...which fit right into the OP's numbers

Current crop of half ton specs =

Here Are Each Brand's Best Half-Ton Trucks For Towing

motortrend wrote:
The Best Chevrolet Silverado and GMC Sierra Half-Ton For Towing

For the 2021 model year, the highest tow rating for a Chevy Silverado 1500 or GMC Sierra 1500 is found in an extended-cab four-wheel-drive model equipped with the company's 6.2L V-8 engine and its NFT towing package. This gets a maximum rating of 13,300 pounds.

Silverado and Sierra models equipped with the 4.3L V-6 top out at 7,900 pounds, while those with the 2.7L I-4 bump up to 9,600 pounds. Trucks with the 5.3L V-8 can tow up to 11,500 pounds. Surprisingly, the 3.0L Duramax diesel tops out at a maximum towing of 9,500 pounds.


The Best Ford F-150 Half-Ton For Towing

For 2021, Ford reclaimed the best-in-class title for half-ton towing its F-150 pickup. Ford also has the largest number of cab and engine configurations in the class, along with available axle ratios, as well. This makes determining the actual tow rating of any truck a lot more difficult. (GM alleviates this confusion with stickers in the door jamb.) Confusion factor aside, the 3.5L EcoBoost V-6-equipped Ford F-150 can tow a maximum of 14,000 pounds. And this can be achieved with both Super Cab and Super Crew configured trucks in two-wheel drive.

Ford 5.0L V-8-equipped F-150 can tow up to 13,000 pounds in all cab configurations, while the 2.7L EcoBoost V-6 is capable of up to 10,100 pounds for Super Cab and Super Crew four-wheel-drive models. Ford's 3.0L Power Stroke diesel V-6 is available only in four-wheel-drive Super Cab and Super Crew models and is rated at a maximum of 12,100 pounds in both. The company's base 3.3L V-6 is rated at a max of 8,200 pounds in all cab configurations, and the new 3.5L Power Boost hybrid-equipped trucks can drag up to 12,700 pounds.

There are more, but this gets the message across that the OP might have a half ton with 12,500 MTWR

Not to leave out Car & Driver's take on half ton towing =

Best Trucks for Maximum Towing Capacity

car and driver wrote:

snip...to the full sized half tons

Toyota Tundra | 10,200 pounds

Nissan Titan XD | 11,070 pounds

Ram 1500 | 12,750 pounds

GMC Sierra 1500 | 13,200 pounds

Chevrolet Silverado 1500 | 13,300 pounds

Ford F-150 | 14,000 pounds

snip...the +8K GVWR's

BenK wrote:
There are over a dozen DIFFERENT ‘half tons’ and some are right up there or near up there with 3/4 tons and most are down in the same as full sized cars & midsized pickups

Ford’s half ton Unicorn have a 7 lug wheel and GM’s half ton Unicorn have an 8 lug wheel.

At one time these ‘HD’ half ton’s had same or nearly the same RGAWR’s & GVWR’S as 3/4 ton pickups

Just trying to help this OP with metrics for them to figure it out themselves. They did say they already had the TV and looking at a trailer…the why suggesting of scaling the TV axle by axle and then using the trailer brochure numbers to figure an approximate situation for the setup. Edit…as they didn’t say which TV they have…just have a TV with a +12K MTWR

Expected the OPs TV to come out nearly at RGAWR capacity, unless they have that fabled ‘HD’ half ton and even then, might have limiting issues with the RGAWR.

Then with the TV’s actual weights, they can then look at other brochure specifications and still think they will find that those trailers will be way smaller than their original wants.

Assuming the OP is going to stick to staying under or within the OEM’s specifications

Here is a good site to read of those fabled ‘HD’ half ton’s

All you need to know about this heavy half-ton unicorn
https://www.motortrend.com/news/chevy-1500hd-2001-2006-crew-cab-half-ton/


There are articles of the Ford fabled half ton, but this one should do it….

Dodge had a "unicorn" half ton as you call it as well. The 3rd Gen 1500 Mega Cab, which was simply a re-badges 2500 Mega with a gas engine (and an anemic 8klb tow rating). And btw, to old 7 lugger Fords of the late 90s early 2000s were labeled F250s. I had 3 or 4 of them back in the day. Although they may have revived the 7lug in the early 2010s briefly I recall, in the HDPP F150s, but these didn't have full floater rears like the 1500 Mega and 1500HD.
However, your assumption that the OP has a half ton is pretty well unfounded. And if he did have one of those unicorn half tons, it wouldn't have a tow rating of 12,500lbs. None of them did.
So by process of deduction from the very limited info, OP has a newer half ton with a big tow cap or he has some sort of HD or 3/4-1 ton truck.
However this is apparently a much bigger deal to us than him, as he never contributed to this thread, so I guess that makes us the suckers!
Given that the newest "unicorn"

There are over a dozen DIFFERENT ‘half tons’ and some are right up there or near up there with 3/4 tons and most are down in the same as full sized cars & midsized pickups

Ford’s half ton Unicorn have a 7 lug wheel and GM’s half ton Unicorn have an 8 lug wheel.

At one time these ‘HD’ half ton’s had same or nearly the same RGAWR’s & GVWR’S as 3/4 ton pickups

Just trying to help this OP with metrics for them to figure it out themselves. They did say they already had the TV and looking at a trailer…the why suggesting of scaling the TV axle by axle and then using the trailer brochure numbers to figure an approximate situation for the setup. Edit…as they didn’t say which TV they have…just have a TV with a +12K MTWR

Expected the OPs TV to come out nearly at RGAWR capacity, unless they have that fabled ‘HD’ half ton and even then, might have limiting issues with the RGAWR.

Then with the TV’s actual weights, they can then look at other brochure specifications and still think they will find that those trailers will be way smaller than their original wants.

Assuming the OP is going to stick to staying under or within the OEM’s specifications

Here is a good site to read of those fabled ‘HD’ half ton’s

All you need to know about this heavy half-ton unicorn
https://www.motortrend.com/news/chevy-1500hd-2001-2006-crew-cab-half-ton/


There are articles of the Ford fabled half ton, but this one should do it….

Im sure that's a true statement. But SAE J2807 doesn't calculate payload.

Mike

Walaby wrote:
Phil
J2807 is the TESTING standard. It doesnt change how payload is calculated. J2807 TESTING, which all manufacturers have signed up to, merely establish the test conditions under which the vehicle must be able to pass a test in order to establish the Gross Combined Vehicle Weight (GCVW), which is the combined weight of trailer and tow vehicle. It is simply a standard test methodology to establish GCVW, nothing more.

It did not/does not change how payload is calculated. Look at your yellow sticker. It says combined weight of ALL passengers and cargo must not exceed xxxx lbs. It does not say all passengers except one that weighs 150 lbs must not exceed.

We all know towing a flat bed trailer with weight is far different than a RV and with an RV, one will likely exceed payload way before reaching their GCVW.

Mike

Mike,

From the Ford towing guide ...
All vehicles calculated with SAE J2807® method except Cutaway/Chassis Cab models.

mkirsch wrote:
Or, the OP got what he was looking for and is sitting back watching the fireworks.

When it looks like a troll, walks like a troll, quacks like a troll... It's a troll.

Simple answer is an F150 with a 12,500lb tow capacity, you will never be happy with towing 9900+ over much distance. On the other hand an F250 with a 12,500lb tow capacity, you will be very happy towing 9900+ anywhere and everywhere unless you have an apoplexy any time the engine exceeds 2000RPM. Then, get the diesel.

The difference is duty cycle.

Well said mkirsch
Maybe troll, maybe sheepish 1 and done poster...doesn't matter, it's rude either way.
However, in this case, he/she basically gave about all the info needed, other than discerning between bp or 5ver Toy Hauler.

I assumed bp trailer, which a 10klb "dry" TH has a gvw of likely 14-15klbs. It also has a tongue weight around 2klbs, with no heavy "toys" in the garage. Add abnormally heavy tw compared to an avg TT and generally a significantly higher profile (not many low pro TH out there) and it just aboot kicks you out of 3/4 ton gasser territory except in the best of conditions (flat land, no altitude loss).

I'm probably the least weight cop on this forum and I can say emphatically that there isn't a half ton out there that has the chassis to handle this trailer. I tried already and lost on that one....lol.
Our TH is supposedly 8klb base weight, so 20% smaller than the OP's.
Just for giggles, I tried hooking it to my new half ton.
No matter how I adjusted or cranked the wdh, that trailer still buried the @ss end of the truck. Right down to the bump stops. Sure bags or _______ could hold it up, but even in my book the little half ton was grossly out matched by the tw of the TH.

But good luck OP!

Or, the OP got what he was looking for and is sitting back watching the fireworks.

When it looks like a troll, walks like a troll, quacks like a troll... It's a troll.

Simple answer is an F150 with a 12,500lb tow capacity, you will never be happy with towing 9900+ over much distance. On the other hand an F250 with a 12,500lb tow capacity, you will be very happy towing 9900+ anywhere and everywhere unless you have an apoplexy any time the engine exceeds 2000RPM. Then, get the diesel.

The difference is duty cycle.

Grit dog wrote:

But fwiw, 12500lbs is exactly what the rated towing capacity of mid 2010s F250s with 6.2/3.73 are rated…. And wait for it. F250 and 350 Powerstrokes with 3.31s, yup 12500lbs rated towing cap.
Jus sayin….
PS, it’s ratings like this that the less than informed get hung up on. Anyone really believe a 6.7 power stroke truck, any of them, isn’t more than capable of towing 6.25 tons?

Yes a bunch of 1/2 tons are rated that much or more. But they’re not suitable for the tongue weight of any 10klb dry TH that I’ve seen.

^^This...it is what I was saying, pages ago. Many capable trucks, 3/4 or 1 ton have a 12.5K tow limit, but would work for the OP.

OP??? Where is he? Dunno, maybe forgot where he asked a question? If he could just add a clue, as to what truck, with 12,500 rating, some could answer his question.

Jerry

^ Aaaaand now we're firmly entrenched in the minutia, still don't even know what truck the OP has and "could" be haggling over 150-300lbs on a truck that has a 9-10klb rated rear axle and the same chassis as a F350...

philh wrote:

bikendan wrote:

Desert Captain wrote:
"one correction, 300 lbs of passengers are already accounted for in the payload capacity. Also some amount of hitch wt, maybe 100 lbs(?) is also accounted for."

I don't think so... Payload usually does not include multiple passengers, just a 150# driver and half a tank of gas and does not address the WDH/weight.

We do agree the OP has way more trailer than truck...

:C

Towing Capacity usually includes a 150lb driver and full fuel tank.
Payload Capacity only includes the full fuel tank. The driver is considered as an Occupant and not factored into the Payload Capacity.

Dan and Captain,
SAE J2807 specifies 150 lb driver and 150 lb driver along with 100lbs of hitch equipment. All the OEM's have signed up to follow the standard.

“Tow Vehicle Total Weight” (TVTW) for testing for ¾- and 1-ton trucks allocates 150 pounds for the driver, 150 pounds for a passenger, the weight of all tow package equipment, and 100 pounds of optional equipment (hitch ball, weight distribution bars, and such) split evenly between the front and rear axles.

Motor Trend summary article on J2807 Cliky link

Phil
J2807 is the TESTING standard. It doesnt change how payload is calculated. J2807 TESTING, which all manufacturers have signed up to, merely establish the test conditions under which the vehicle must be able to pass a test in order to establish the Gross Combined Vehicle Weight (GCVW), which is the combined weight of trailer and tow vehicle. It is simply a standard test methodology to establish GCVW, nothing more.

It did not/does not change how payload is calculated. Look at your yellow sticker. It says combined weight of ALL passengers and cargo must not exceed xxxx lbs. It does not say all passengers except one that weighs 150 lbs must not exceed.

We all know towing a flat bed trailer with weight is far different than a RV and with an RV, one will likely exceed payload way before reaching their GCVW.

Mike