Rear Axle Weight

rbpru wrote:
Well you have learned what we all learn, towing is a subjective thing. One person's white knuckle ride is another's towing feel.

You need the combo that works for you. What others think makes little difference. They are not the ones behind the wheel.

Agreed, but it's a matter of perspective.

I started with a 1/2 ton (2001 GMC, 4.8, 3.73) towing our first travel trailer (28 foot, 4800 pound dry weight).

I moved to a 3/4 ton (2003 Chevy, 6.0, 4.10) when we bought our last travel trailer (28 foot, 6500 pound dry weight).

I went back to a 1/2 ton (2013 Chevy, 5.3, 3.42) to tow our last travel trailer and then to tow our new travel trailer (35 foot, 7700 pound dry weight).

Now back to a 3/4 ton (2016 Chevy, 6.0, 4.10) to tow the new travel trailer.

I believe you can best appreciate something when you downgrade and less when you upgrade. When you upgrade you notice the improvements, but they become much more apparent if you downgrade and you then realize what you are missing.

When I bought the 1st 3/4 ton, I realized the improved power even with a heavier trailer, what I didn't really appreciate was the improved stability and braking, maybe because the 1st trailer was lighter. When I went back to a 1/2 ton, I then noticed how squishy it felt compared to the 3/4 ton and found the braking, truck payload and transmission temperatures to be something to pay closer attention to as they were all compromised by comparison. The new, heavier trailer only magnified the compromises.

What I've experienced with the new 3/4 ton is exactly what I expected, but that was largely based on past experience. If I never had a 3/4 ton, I would have thought the squishy ride, sway, weaker braking and higher transmission temperatures were just par for the course when towing because I wouldn't have experienced anything different.

It's one thing to read about other people's towing experiences, it's another to experience it first hand. Unfortunately, it's not always easy to just try a different truck with your trailer.

Well you have learned what we all learn, towing is a subjective thing. One person's white knuckle ride is another's towing feel.

You need the combo that works for you. What others think makes little difference. They are not the ones behind the wheel.

Initial update:

We have now traveled to our campground destination.

Approximately 270 miles mixed with highway (roughly 200 miles) and the remaining small towns and 2 lane secondary roads with plenty of hills and curves heading into the Catskills in New York.

I've loosely attempted to follow the manufacturers towing break in procedure which states not to exceed 50 MPH for the first 500 towing miles. As those recommendations cover every gas truck from a 1/2 ton V6 to a one ton crew cab dually with no regard to gear ratio, tire size or trailer weight or load on the tongue, I'd say I could deviate slightly and kept it around 55. Once broke in I typical keep it around 65 on the highway. I'll be curious to see if the extra 10 MPH makes much difference.

So far, the truck averaged 10.5 MPG on the highway and dipped to 9.7 in the hills (averaged in with the highway). The 1/2 ton was around 8.9 to 9.1, but at 65 MPH, so we will see, but so far happy with that.

Power wise the truck seems to handle the hills much better and additionally seems to be more effective at engine braking, though that is seat of the pants.

Actual braking seems better as well as it seems to stop much shorter and the built in brake controller (the 1/2 ton did not have that) is buttery smooth.

Most important, on the road the truck is much more composed and confident feeling. While the 1/2 ton did a fine job for what it was, it felt a bit too much like the tail wagging the dog, where the 3/4 does not feel that way. It feels more planted, not tending to wander or feel like it was getting pushed around as much. For what it's worth, as a passenger, my wife said it feels more comfortable to her, not feeling the sway.

I will offer more updates in a few days when we travel back.

myredracer wrote:

tntwit2011 wrote:
I fixed the problem by buying a Silverado 2500HD.

The next trip is in a few weeks. Around 250 miles each way into the Catskills, so there should be few good size hill climbs along the way.

Please report back on what you think of the 3/4 ton after the trip. What is the wheelbase, what rear end ratio and is it 2 or 4WD? You're one of a small group that will have upgraded from 1/2 to 3/4 ton towing the same TT. We went from an F150 to F250 and it's hard to describe how much better a 3/4T is, but we upgraded at the same time we bought a bigger TT.

BTW, on the Sherline scales I've read you need to jump on the tongue to make it settle otherwise you'll get a wrong reading.

2016 Silverado 2500HD Crew Cab WT 4WD 6.0 gas

4:10 gears

153.7 inch wheel base (the old truck was 143.5)

I will post back after the trip on the differences. I'll be curious to see how fuel economy compares. I got 8.9 with the 5.3. This truck has a 36 tank and the old truck had a 26 gallon tank. If economy is similar I should gain another 90 miles of range which will be helpful to limit time consuming fuel stops.

gmckenzie wrote:
What is the payload rating on the 2500?

2745 lbs

The 2013 1/2 ton was rated at 1565, so I'm gaining 1180 lbs.

tntwit2011 wrote:
I fixed the problem by buying a Silverado 2500HD.

The next trip is in a few weeks. Around 250 miles each way into the Catskills, so there should be few good size hill climbs along the way.

Please report back on what you think of the 3/4 ton after the trip. What is the wheelbase, what rear end ratio and is it 2 or 4WD? You're one of a small group that will have upgraded from 1/2 to 3/4 ton towing the same TT. We went from an F150 to F250 and it's hard to describe how much better a 3/4T is, but we upgraded at the same time we bought a bigger TT.

BTW, on the Sherline scales I've read you need to jump on the tongue to make it settle otherwise you'll get a wrong reading.

What is the payload rating on the 2500?

I fixed the problem by buying a Silverado 2500HD.

The truck I had was a lease with a really low buyout. I had every intention of buying it until I ended up with a bigger camper. I was asking the questions because I was still debating on buying it and using it for a few years and then upgrade later.

In the end, it didn't seem logical to buy it with it so close to it's limits for the trailer we have.

The next trip is in a few weeks. Around 250 miles each way into the Catskills, so there should be few good size hill climbs along the way. I'm anxious to try it and am anticipating a more stable experience, so to speak. I had a 2500HD a few years ago and I know they have a different (better) feel to them while towing. The 1/2 ton never felt as good to me right off the bat and that was with the smaller trailer (28.5 feet, roughly 7500 wet plus 500 or so for passengers).

Thanks for all the feedback.

ktmrfs wrote:
that's what GM says, and yes "not required" but what I can say is that the driving experience is MUCH more pleasant with the front back to stock ride height rather than the "half way" that GM says is ok on my 04 duramax and my 2015 duramax

There is a saying in the sales world, "Perception is reality". If you think you need something, then you need it. I have had great towing experiences without any WD apparatus towing a 7,000 pound trailer with a 2500HD. I have also towed a beaver tail trailer behind a tandem dump truck that was overloaded so badly that one had to let up on the gas to maintain steering control. All kinds of experiences out there.

TomG2 wrote:
Modern thinking by Ford and GM engineers is that full front axle restoration is not "required" in many applications. Of course, they do not normally sell WD hitches. Trailer salespeople do.

that's what GM says, and yes "not required" but what I can say is that the driving experience is MUCH more pleasant with the front back to stock ride height rather than the "half way" that GM says is ok on my 04 duramax and my 2015 duramax

the more the front end rises, the more camber change there is and the lighter the front end is. both of which detract from optimal driving or towing.