New Motorhomes on Ford Transit Chassis

[GORVN4FUN]

I've been looking at the new, small class C/B+/RUV motorhomes built on the Ford Transit Chassis 185-hp. 3.2L I5 diesel engine, 6-speed automatic overdrive transmission w/SelectShift.

I'm comparing the Winnebago Fuse with the Thor Compass. Assuming it's the exact same chassis, why does Winnebago use a smaller hitch with a 2000# hitch 200# tongue rating and Thor uses a larger 5000# hitch, but doesn't technically say that's the rating? I've already seen some dealer videos call it a 5000# rating. I'm starting to feel that a TOAD can not be pulled behind either.

[carringb]

mlts22 wrote:
I just wonder why the Ford RUVs are all diesels. The gasser engine is just as powerful, and might just be a nice alternative, especially because the generator has more run time for warmer climates (like Texas.)

The 3.7L has to rev to make its power. Under high load, it sucks fuel like a v10, which should be expected since it makes the same HP as the first gen. My work truck with he same motor would often be in single digits. And, some drivers don't like spinning their motors up. My sister really hated the lack of torque in Transit wagon she had for a week.

[RobertRyan]

mlts22 wrote:
I just wonder why the Ford RUVs are all diesels. The gasser engine is just as powerful, and might just be a nice alternative, especially because the generator has more run time for warmer climates (like Texas.)

They really can stretch the capabilities of Diesels. A 3litre Diesel Chevrolet Colorado, has a towing capacity of 7,700lbs. An IVECO 3 Litre Diesel, Motorhome 29ft long, 15,000lbs GVWR has a towing capacity of 3.5 tonnes or 7,700lb.
This a 3litre Ducato,roughly 29-30ft long, 11,000lb GVWR, 15,000lb GCVWR

IVECO Daily 3 Litre Diesel two slideouts 28ft long, can tow 6,600lb

[Golden_HVAC]

Ford's towing specs can be found here. http://www.fleet.ford.com/towing-guides/

For 2016, the Transit is found on page 21, and has a GCVWR of 12,000 for the 3.7L gas engine and 13,500 for the diesel engine on the cab and chassis.

Ford is not offering it's very popular 3.5L Ecoboost engines in the cab and chassis at this time. To bad, they are a great engine.

Because the GVWR is around 10,500 pounds, this will leave something between 3,000 and 5,000 pounds, depending on how much curb weight the motorhome is loaded for travel.

If the RV is really light, and say 8,500 pounds when ready to camp, that would mean up to 500 pounds of hitch weight and 5,000 total trailer weight can be pulled. If the RV is close to the 10,500 pound GVWR than only a few pounds of hitch weight and about 3,000 pounds of 4 wheel down towing can happen.

Say the loaded RV us under the 10,500 GVWR by 500 pounds, then you can tow 3,500 pounds, but not put more than about 300 on the hitch.

To take the GVWR and subtract it from the GCVWR is not going to give you the maximum tow rating, but could be off my several hundred pounds. And there would be no way to safely tow a 3,000 pound trailer with 300 pounds of hitch weight when the RV is at 10,500 pounds with fuel and passengers. The hitch weight will overload it. So the curb weight must be below the GVWR for towing calculations anyway.

Fred.

[mlts22]

I just wonder why the Ford RUVs are all diesels. The gasser engine is just as powerful, and might just be a nice alternative, especially because the generator has more run time for warmer climates (like Texas.)

[tatest]

From Ford specifications, the cutaways and cab chassis come in GVWRs ranging from 9000 to 10,360 pounds, for all three wheelbases offered. 9000 for SRW, 9950 or 10360 for DRW.

I've not seen any Ford spec GCWRs for the cutaway, only for the van (max 13,500) or wagon (max 11,200), but that list did not include any DRW vans (maybe not making them here yet).

Winnebago is showing GCWR of 12,000 pounds for the chassis they are using. That would be the reason for limiting the hitch to 2000 pounds, so a heavier hitch would not encourage a buyer to tow beyond the chassis capacity.

Thor is specifying the chassis at 13,500 GCWR, consistent with the highest rating for the van (it is axle dependent). Still, a 5000 pound hitch is inviting a towing overload.

[j-d]

The label on the hitch does not change the chassis GCWR.

To really know what's what, towing wise, I think you need to know the following:

Gross Vehicle Weight Rating GVWR of the Chassis. If Coach and Chassis have labels (one from Ford another from Winnie, Thor) they should have the same ratings.

Gross Combined Weight Rating CCWR of the Chassis.

GCWR minus GVWR should be what you can tow.

But that's only if the FRAME wasn't stretched OR was stretched to Ford's specs.

To really know what you can do, Coach should be Weighed on a Truck Scale.

Now my opinions:

If it's rear wheel drive with single wheels it may make a suitable RUV. The numbers we've seen so far make it doubtful the RUV's on RAM Promaster are actually suitable. They're front heavy with the FWD, then the frame is extended only behind the axle and that over- (or nearly-) loads the rear axle.

If you weigh the unloaded RUV and don't have at least 1,000 pounds between that weight and GVWR, you won't be happy. Even if you travel as a couple, I'm going to guess 400 for the pair clothed and out the door. Leaves 600 for bedding, clothing, campsite gear, food supplies, etc. You'll need most of that if you're going out for weeks at a time.

Then satisfy yourself that that GCWR - GVWR capacity will tow the vehicle you want to bring along. And please, THINK LIGHT. I don't personally care for Smarts, but they're light. Toyota/Scion, Nissan, Honda, Chevrolet, Ford, all have light "commuter" cars, mostly manual shift to tow four down.