Haven't read all the responses but I can give the OP my personal feelings on these Bullets. I own a 308BHS. They are tongue heavy coaches, especially with the big front passthrough, storage under the main bed, kitchen cabinets in front of the the axles, and the fresh water tank in front.
As others have pointed out already, dry weights and towing capacities are fictitious numbers promoted by marketing teams to sell coaches. The real specs are GVWR (both trailer and TV), GCVWR, axle ratings, tire ratings, and the achilles heel of any 1/2 ton, payload capacity.
We started out with a Yukon XL Denali which had plenty of pulling power. Our 7600# GVR trailer wasn't maxed but it very close. Hitch weight was nearly 1050 lbs. Our trucks payload was just under 1600 lbs. Between the weight of passengers, car seats, a few bags behind the 3rd row, and the WDH (about 100 lbs), we used up all the payload capacity.
A couple white knuckle trips that first season had us upgrading to a Hensley Arrow and a more appropriate 3/4 ton tow vehicle by the start of the 2nd season.
First rule of thumb for any trailer is always use the GVWR. Don't estimate anything based off how much one may or may not load into the trailer. Assume 15% TW. Don't know if there are kids in the equation but if there are, most like to bring toys, bikes, inflatables, camping gear, books, devices, etc etc. Stuff adds up very quickly. Tools, fishing gear, food, pots, pans, toiletries, bbq's, propane all need to be accounted for.
There are 1/2 ton trucks with HD towing and heavy duty payload packages. Unfortunately, the full size SUVs of today aren't optioned with them. A truck's wheelbase is notably longer too, providing for more stability and control.
Many of us have joined the "been there, done that" crowd either because we didn't know any better or just took the ill advice of who didn't either. It's an expensive lesson to learn especially as truck prices keep exponentially.
Good luck and safe travels.
