fifth wheel for 1/2 ton pickups

[late_bloomer]

I know that purchasing a fifth wheel usually requires a heavy duty TV. Currently I have a 08 Tundra 5.7. I really like this truck (and it's paid for so that's a bonus), and I have been noticing that some 5th wheels are being targeted as 1/2 ton compatible. Has anyone purchased one of these? I would like some opinions.

[SkiSmuggs]

12,000 miles of towing this one. Just lucky, I guess. 😉

[jesseannie]

There are a few 5th wheels that are really half ton towable. Find the dry weight that is doable for your truck. I found a few small older 5th wheels in the 4000-4500 pound range. They were 18-22 feet long. Nobody makes them this small any more.
It just takes some research
BTW we bought a used 26" TT because it was in our weight class we were looking for and had a lot less tongue/pin weight.
jesseannie

[patnchris]

You will never be able to convince some on this board that anything less than a 350/3500 can tow anything but a pop up camper.
I remember, back in the seventies, when I didn't know anything about GVWR or axle loading. Had a half ton Chevy and scored a super deal on a 10 1/2 foot truck camper. Loaded it up and the truck squatted a lot. Went to Western Auto and bought 1000 lb. helper springs. Toted it ok. Then decided that bringing our 18 foot boat would be a good idea. That worked ok, also. Kept my speed below 65. Gave myself plenty of stoppng distance and didn't have the "floor it" mentality. I drove this unit all over the Midwest. Never had any problems. Never over heated. Never had any braking issues. Never had any transmission issues. I did install load range C tires, though.
That being said, I wouldn't recommend it, but the wheels never fell off. Luck didn't have anything to do with it. Driving style did.

[jerem0621]

Shadow_Grey wrote:

bpounds wrote:
Keystone Cougar has several models that they rate as half ton towable. They call them the Half Ton series on the west coast, and X-Lite on the east coast. The smallest have GVWR of about 10k, and empty pin weights of 1,100 to 1,400. Definitely can work with a properly equipped half ton truck. A prudent owner would watch his cargo weight and keep it as low as possible. A 3/4 ton truck swings those around with ease.

I will attest to that...over 10K miles towing this.

Nice rig!!

[Shadow_Grey]

bpounds wrote:
Keystone Cougar has several models that they rate as half ton towable. They call them the Half Ton series on the west coast, and X-Lite on the east coast. The smallest have GVWR of about 10k, and empty pin weights of 1,100 to 1,400. Definitely can work with a properly equipped half ton truck. A prudent owner would watch his cargo weight and keep it as low as possible. A 3/4 ton truck swings those around with ease.

I will attest to that...over 10K miles towing this.

[spud1957]

never mind

[Mont_G_J]

[bpounds]

Keystone Cougar has several models that they rate as half ton towable. They call them the Half Ton series on the west coast, and X-Lite on the east coast. The smallest have GVWR of about 10k, and empty pin weights of 1,100 to 1,400. Definitely can work with a properly equipped half ton truck. A prudent owner would watch his cargo weight and keep it as low as possible. A 3/4 ton truck swings those around with ease.

[kellertx5er]

Check out the KZ Sportsmen 235RK. This is a no-BS 1/2 ton
towable 5er.


Fifth Wheel S235RK
UVW (Unloaded Vehicle Weight) 5,925
Dry Hitch Weight 860
Dry Axle Weight 5,065
NCC (Net Carrying Capacity) 1,075
GVWR 7,000
Exterior Length 25' 3"

[thomas201]

My experience with a ½ ton fifth wheel, on a drive to Yellowstone, from New Jersey. The Silverado was set up with the 5.3 and 3.73 gears, along with the towing package. It is a standard bed and rated for a 9600 pound trailer. Trailer was a new 2011 Wildcat.

Over the Cat scales at Flying J exit 2 in Jersey with a full freshwater tank, and loaded for a long camping trip:

Truck only:
Front 3320
Rear 2360
Gross 5680

Truck & Trailer:
Front 3180
Rear 3740
Trailer 8000
Gross 14920

Calculated:
Truck 6920
Pin 1240
Trailer 9240

So, with the truck rated at 7000, and the combined at 15000 and the trailer at 9600, I ain’t no bricks shy of a full load. This was a little high to me, so for our first journey we decided to not go to Alaska. So we dropped a second spare tire for the truck and the fresh water. Thus we dropped 400 to 450 pounds of gross weight all out of the trailer. The cost to weigh was $10.50, cheap to know as opposed to guessing.

So over the mountains we went. It pulls fine on the flat lands along the Atlantic coast. At 65 mph the transmission saw 180-190. Handled well, no swaying, just a well behaved load. Crossing the eastern continental divide from the town of Seneca Rocks, WV I had my first worry moment. Outside temp was about 80 at the bottom of the mountain. The truck pulled this steep mountain at about 30 to 40 mph, mostly in 2nd gear, with an occasional drop to 1st in the tight turns. The coolant peaked at about 240 or so, and then the temperature dropped to 220. I guess the electric fan has two speeds. Transmission fluid also hit 250 for just a moment, before dropping into the 230 to 240 range. The truck did not give a warning light. Anyone know the temperature to throw a warning and drop into the limp mode?

The tow/haul mode works sweetly going down the mountains, only an occasional use of brakes was necessary. The rest of the mountains pulled with no real drama. Topped most of them in 3rd at 40 to 50 mph. Got about 8.4 mpg on this leg from Jersey to Elkins WV.

Continuing on across the plains all was fine until the long constant pull against a strong headwind in South Dakota. With an outside temp of 105 the truck began to heat up on any extended grade. Four times the temp of the coolant climbed to 240 or so, and the transmission fluid also climbed to 221. Each time this happened, I shut down the A/C for 15 minutes and cooled everything down. The truck spent most of its time in 3rd gear under these conditions, at about 55 to 60 mph. The big headwind (maybe 40 mph) killed my mileage down to 8 even. A bigger truck would be needed to keep up with traffic. The strong headwind limited me to 4th and about 65mph on the downgrades. It would not stay in 5th, unless dropping into a river valley.

Easier pulling from Rapid City, SD to Gardiner, MT with no real headwinds. With temps in the mid 90’s the tranny held 190 to 205. Got about 9.2 mpg. Truck made it West, but I will be shopping for ¾ ton in either gas or diesel for more performance in the mountains.

On the trip East, I normally had a tailwind and cooler temperatures. Across North Dakota and through the Michigan UP, and on down to WV, mileage was in the middle nines with one whole day at 10.1. Plenty of truck for this driving.


After this trip I upgraded to a F250 with the 6.7 diesel. In 13,000 miles of towing in 13 and 14 no drama at all. The bigger brakes only were needed after the loss of trailer braking between Durango and Silverton Colorado. Ford replaced the trailer brake controller under warranty in Steamboat Springs. I like the F250 with a 10k door sticker since it gives me the towing limits I need (I like to de-rate the manufactures about 10%) and it allows me to use the left lanes and some parkways in the Northeast without the camper.

[goducks10]

Shadow_Grey wrote:

goducks10 wrote:
You'll find that the "1/2 ton" jargon will mostly refer to the weight of the 5'er. Most are in the 6500-8000lb dry brochure weight, which falls within most 1/2 ton truck tow ratings. What they don't tell you is that, the 6500-8000lbs will be 7500-9000lbs+ when loaded. That makes the pin @20% around 1500-1800lbs. Then add 200+lbs for the 5th hitch as most need a slider and your at 1700-2000lbs on the rear axle. Over all but the highest rated 1/2 tons. They aren't really lying but just stretching the truth a bit since some 1/2 tons can tow them.

Maybe if you are use to hauling those big monsters down the road. Most of the X-Lite, Half-ton towables, are 13-15% of total pin weight, there are many out there, (mine was 1190 empty, 1375 loaded) and the hitches are much lighter than 200#. Mine was 130# total, brackets, bolts and all. I changed out the standard pin with a 5th Airborne Sidewinder that added to the total weight of just 60 more pounds.



They are do able, you just have to do your homework and read many forums, threads and search for good equipment and prices.

What happens if the guy wants to load up with water or put some firewood in the truck? Most everyone that hauls a 5'er with a 1/2 ton is right at their limits. No room for much else. BTDT with past trucks and trailers. Didn't like it. I like to be able to have a cushion so if I wanted I could take two kitchen sinks:) JMHO

With that being said most 1/2 ton towers are just weekend warriors with some week long trips a couple times a year. Probably not going to wear much out RV'ing like that. I'd rather see a 1/2 ton maxed out with a 5'er than a TT. 5'ers tow so much better.

[Chalkie]

agesilaus wrote:
OK I went out and checked the actual Tundra payloads. They seem to range from 1300 to 1600 +- depending on options. Oddly Toyota America says that payload does not include a driver or fuel. But check the sticker inside the drivers door to get the numbers for your truck.

As far as I have ever seen NO truck includes the driver or fuel when stating payload. After all that driver could be someone who is 100# wringing wet or someone 300#+.

When I scaled our truck I took it to the scales with DW, dogs, hitch, tools, spare fluids and full tank just as we would be while traveling.

[Padlin]

How much FW do you need? Go small enough and you'd be fine. Mine is 4700 lbs loaded, 900 pin weight. I know folks with Frontiers and Tundras that have pulled over the Rockies with them without complaint. These are wonderful trailers, but small.

Escape Trailers

[agesilaus]

"Those "1/2 ton rated" 5th wheels from Grand Design certainly fall into the 1/2 ton tow ratings, but with dry pins if 1500lbs+/- they will be closer to 1800+lbs when loaded and will tax all but a few 1/2 tons. Average 1/2 ton payload is around 1500lbs. My 2010 F150 with Max Tow had an 1857lb payload rating. No way could I tow that with two people in the truck, a few camping things thrown in and not be over the trucks RAWR and GVW. "
---------------------------------------------------------

OK I went out and checked the actual Tundra payloads. They seem to range from 1300 to 1600 +- depending on options. Oddly Toyota America says that payload does not include a driver or fuel. But check the sticker inside the drivers door to get the numbers for your truck.

Even at 1600, when you subtract a 150# hitch, passengers and other stuff in the truck you are going to be well below 1000#. Especially if you have to subtract driver weight and 150# for a full tank.

For comparison the 2014 F150 payload can be over 2100# and that's why people don't think Tundra's make good tow vehicles. I understand that Toyota is planning of beefing up the Tundra in the next couple years. But it will still be a 1/2 ton not a HD/SD pickup.

[JIMNLIN]

late bloomer wrote:
I know that purchasing a fifth wheel usually requires a heavy duty TV. Currently I have a 08 Tundra 5.7. I really like this truck (and it's paid for so that's a bonus), and I have been noticing that some 5th wheels are being targeted as 1/2 ton compatible. Has anyone purchased one of these? I would like some opinions.

I bought one....in 1984 that was advertised as 1/2 ton towable and it was.
Kept the 24' Aljo 7200 GVWR unit, that scaled out in the 6200-6400 lb range depending on how we loaded it, for nine+ years.
Pulled it with a 195 hp 5.7 1500 chevy all over the southern Rockies including just about all major passes.

Remember the Tundra as most std duty 1/2 ton trucks is limited with rear axle/tire load ratings in the 3800-4100 RAWR range. That means a 800-to 1100 lb dry pin weight.

There are 1/2 ton trucks that will easily handle some of those 1/2 ton towable 5th wheel trailers.
The F150HD with its 8200 GVWR and 4800 RAWR.
The mid to late Dodge 1500 Mega cab with its 8510 GVWR and 6000 RAWR.
And the '00-'06 1500HD GM with its 8600 GVWR and 6084 RAWR.