3/4 ton and 5ver question...Yes, yet another one.

[Walaby]

This is not for me, but for a friend who is looking at possibly buying a 5ver in the future. He has a 08 Ford F250 4WD, Diesel. Cargo capacity is only 1869lbs.

RGAWR is 6100. He is going to weigh his truck but we are estimating truck only rear axle weight of approx 3100 lbs, which, if close, leaves approx 3000 lbs of axle capacity. Has LT tires with weight rating that exceeds axle rating.

The 5ver he is looking at is a Prime Time Crusader 315RST. Dry weight of 9926, CC of 2389, GVWR 12315. Dry pin weight of 1925 and fully loaded, 20 percent would be 2463. Now, I've been camping with him and I know they won't load this thing to the max weight, but assuming they did, looking at about 2400lb pin weight, which, when combined with the occupant weights etc, would put him about 800 lbs OVER GVWR of the truck, but assuming his weights come out as we predict, he should be about 600lbs under RGAWR.

I know I've read two schools of thought (it seems). There are those (myself included) who want to stay below all weight ratings. Then there are those (which I understand the argument), that say the 3/4 tons have an artificial GVWR of 10K due to fed regs (or whatever) dictating max GVWR of 3/4 ton is 10K. These same folks say that RGAWR is the key.

So, Im looking for thoughts from folks who exceed GVWR, but still stay within RGAWR to comment. Does this setup appear doeable given those assumptions above, and the assumption that exceeding GVWR by up to 800lbs (that would be the high side estimate, because I know they won't load the trailer with 2400lbs of goodies).

If you a stickler on staying within all weights, please, don't just comment to that effect. I am that way as well, but I will admit, I have a half a foot in the camp that says stick to RGAWR as a key determinant. To me, based on the arguments of RGAWR, the combo would be close, but doeable.

Thanks.

Mike

[Walaby]

N-Trouble wrote:

Walaby wrote:
Thanks guys... I'll pass on your thoughts. I did remind him that he needs to get actual weights of the truck prior to going any further. I totally get the driveability, and comfort factor, as does he. He had a half ton gasser, and with his TT, it fit within his weight capacities, but he didn't enjoy the pull. It did it, but he just didn't like it. So, I do know he appreciates that as a consideration.

Mike

Guarantee this 3/4 ton / 5er combo will tow MUCH better than his 1/2 ton TT combo. Moving the attachment point changes the entire dynamics of towing.

To clarify. His prior combo was 1/2 ton TT combo. Current rig is 3/4 ton TT combo. He is toying with idea of upgrading to 5er.

Mike

[N-Trouble]

Walaby wrote:
Thanks guys... I'll pass on your thoughts. I did remind him that he needs to get actual weights of the truck prior to going any further. I totally get the driveability, and comfort factor, as does he. He had a half ton gasser, and with his TT, it fit within his weight capacities, but he didn't enjoy the pull. It did it, but he just didn't like it. So, I do know he appreciates that as a consideration.

Mike

Guarantee this 3/4 ton / 5er combo will tow MUCH better than his 1/2 ton TT combo. Moving the attachment point changes the entire dynamics of towing.

[cpaulsen]

I am a little over the GVW of my F350(about 400 lbs.) when I tow my 36' Montana.....but it tows good and stops good. It tows easier than the 29' Wildcat I used to have. Bot saying he should do it but it works for me.

[Paul_Clancy]

Bags and go. If he wants more stability than that offers buy a dually.

[laknox]

Walaby wrote:
This is not for me, but for a friend who is looking at possibly buying a 5ver in the future. He has a 08 Ford F250 4WD, Diesel. Cargo capacity is only 1869lbs.

RGAWR is 6100. He is going to weigh his truck but we are estimating truck only rear axle weight of approx 3100 lbs, which, if close, leaves approx 3000 lbs of axle capacity. Has LT tires with weight rating that exceeds axle rating.

The 5ver he is looking at is a Prime Time Crusader 315RST. Dry weight of 9926, CC of 2389, GVWR 12315. Dry pin weight of 1925 and fully loaded, 20 percent would be 2463. Now, I've been camping with him and I know they won't load this thing to the max weight, but assuming they did, looking at about 2400lb pin weight, which, when combined with the occupant weights etc, would put him about 800 lbs OVER GVWR of the truck, but assuming his weights come out as we predict, he should be about 600lbs under RGAWR.

I know I've read two schools of thought (it seems). There are those (myself included) who want to stay below all weight ratings. Then there are those (which I understand the argument), that say the 3/4 tons have an artificial GVWR of 10K due to fed regs (or whatever) dictating max GVWR of 3/4 ton is 10K. These same folks say that RGAWR is the key.

So, Im looking for thoughts from folks who exceed GVWR, but still stay within RGAWR to comment. Does this setup appear doeable given those assumptions above, and the assumption that exceeding GVWR by up to 800lbs (that would be the high side estimate, because I know they won't load the trailer with 2400lbs of goodies).

If you a stickler on staying within all weights, please, don't just comment to that effect. I am that way as well, but I will admit, I have a half a foot in the camp that says stick to RGAWR as a key determinant. To me, based on the arguments of RGAWR, the combo would be close, but doeable.

Thanks.

Mike

Dry pin well exceeds the listed payload, if that 1869 number is off the placard on the door pillar, let alone any loaded weights. Yes, you can bandaid it up to carry that load, but he really should either find another truck or FW, IMO.

Lyle

[JIMNLIN]

op wrote:
So, Im looking for thoughts from folks who exceed GVWR, but still stay within RGAWR to comment. Does this setup appear doeable given those assumptions above, and the assumption that exceeding GVWR by up to 800lbs (that would be the high side estimate, because I know they won't load the trailer with 2400lbs of goodies).

Let me answer you with this.
99.9 percent of LDT out towing/hauling for a living on the roads are doing so well over the truck makers GVWR/GCWR/payload sticker number....and we do so for hundred of thousands of miles especially the newer diesel powered LDTs today.

The weight cops make all kinds of claims about doom and gloom when a rv guy is over a GVWR/GCWR/payload sticker number .....but think nothing of traveling the same road with SRW/DRW running in the 30k-40k GCWR and carrying max axle/tire loads.

As others say the F250 is just a F350 with a lower rear tire/wheel package. If the F250 came with the heavy service package its the same exact package as the F350 SRW.

Just stay under axle/tire load limits and all is safe.....just like those folks that are hauling and towing "legally" for a living.

[Walaby]

avvidclif1 wrote:
After his white knuckle BP experience the first time he hooks up to his 5er and heads down the road he will be like me. I will NEVER own another BP travel trailer.

Don't think he's had the white knuckle experience yet. I haven't either yet, for that matter. I love my BP TT, but I do believe the 5er is more stable.

Mike

[Dave_H_M]

Heck yeah, but my challenge has been the rear tire capacity with the 17 inch rims. i forgot or went brain dead and did not get the 18 inch rims.

[avvidclif1]

Walaby wrote:
Thanks guys... I'll pass on your thoughts. I did remind him that he needs to get actual weights of the truck prior to going any further. I totally get the driveability, and comfort factor, as does he. He had a half ton gasser, and with his TT, it fit within his weight capacities, but he didn't enjoy the pull. It did it, but he just didn't like it. So, I do know he appreciates that as a consideration.

Mike

After his white knuckle BP experience the first time he hooks up to his 5er and heads down the road he will be like me. I will NEVER own another BP travel trailer.

[MFL]

Walaby wrote:
Thanks guys... I'll pass on your thoughts. I did remind him that he needs to get actual weights of the truck prior to going any further. I totally get the driveability, and comfort factor, as does he. He had a half ton gasser, and with his TT, it fit within his weight capacities, but he didn't enjoy the pull. It did it, but he just didn't like it. So, I do know he appreciates that as a consideration.

Mike

I just wanted to mention that towing a TT that is near the trucks capacity, is IMO, a much tougher tow, than towing a FW, with truck near capacity. Like mentioned above, Russ is towing over his trucks GVWR with no white knuckle feel. IIRC, he is well under his RAWR.

Your friend will be happy with the FW towing experience!

Jerry

[rhagfo]

Well it is your friends choice to tow over his GVWR. That said I made that choice, and am very happy with our choice.
We tow a 5er with slightly heaver GVWR and slightly lighter dry weight, or 2500 is older and have no issues with the package.

[Walaby]

Thanks guys... I'll pass on your thoughts. I did remind him that he needs to get actual weights of the truck prior to going any further. I totally get the driveability, and comfort factor, as does he. He had a half ton gasser, and with his TT, it fit within his weight capacities, but he didn't enjoy the pull. It did it, but he just didn't like it. So, I do know he appreciates that as a consideration.

Mike

[brirene]

Seems like too much trailer for that truck. My '05 was pretty much maxed out with my 2200 pin weight. Much happier with the one ton.

[IdaD]

I don't see any issue. On newer 3/4 tons, the only difference between most SRW 1 tons and 3/4 tons is a lighter rear spring pack. Fix that if necessary with airbags/timbrens and they're the same truck, or arguably the supplemented 3/4 ton is more depending on the 1 ton it's being compared to.

To me the three consumer truck classes available are half tons, heavy duty SRW and heavy duty DRW.