Sprinter diesel tow question

^Agree.
Statements like ncrowley and others make are from speculation or their personal want to be heard for some reason…

When I pulled my JK behind my Class C I saw no difference in fuel mileage or feel. It felt like it was not even there. I had a braking system on the Jeep so stopping was not an issue. The tongue weight is next to nothing, just the weight of the tow bar. When I towed a 18ft trailer loaded with race stuff and weighing in around 5K there was a huge difference. So even though the weights are the same the tongue weight changes things.
A friend tows his 70'ish Landcruiser behind his MB and he backs up what I just said. He doesn't feel any change with it back there.

ncrowley wrote:
Determine the weight you can pull by using the following calculation:

GCWR - GVWR

For these smaller RVs, you can assume you will be close to your GVWR. Do not be fooled by the hitch rating, which is 5000 pounds. That is more than the Sprinters can pull.

Use the Winnebago View as an example. All of the models have a GCWR if 15250 pounds and a GWVR of 11030 pounds. The difference is 4220. Therefore, the most you can pull is 4220.

Personally, I would not want to pull right at the max. My Jeep weighs 4400 pounds and therefore cannot be pulled with any of the View models. These numbers are about the same for all of the Sprinter chassis models I have seen.

That’s a very simplistic and conservative approach, although lacking in analysis and not entirely correct.
IE. A low profile trailer (toad that’s 3’ behind a huge box) adds no additional payload (gvw) to the tow vehicle and virtually no additional wind resistance.
A 4klb Jeep behind a motorhome will tow about the same as a mini canned ham camper behind a low profile tow vehicle (IE normal vehicle not a box van). Possibly easier.
Pretty easy to see how easy it is on the tow vehicle simply by looking at the change fuel mileage, which is minimal in this scenario. And the majority of that is due to rolling resistance only.
The additional stress on the drivetrain (the only plausible consideration with a dolly or 4 down toad with brakes) is very small.
Suspension? No concern, it’s not loading the tow vehicle suspension.
Brakes? No concern at all if you have toad brakes.
Weight ratio? No concern pulling 2 tons that doesn’t tail wag the dog with a 5-7 ton doooley tow rig.

Determine the weight you can pull by using the following calculation:

GCWR - GVWR

For these smaller RVs, you can assume you will be close to your GVWR. Do not be fooled by the hitch rating, which is 5000 pounds. That is more than the Sprinters can pull.

Use the Winnebago View as an example. All of the models have a GCWR if 15250 pounds and a GWVR of 11030 pounds. The difference is 4220. Therefore, the most you can pull is 4220.

Personally, I would not want to pull right at the max. My Jeep weighs 4400 pounds and therefore cannot be pulled with any of the View models. These numbers are about the same for all of the Sprinter chassis models I have seen.

bobndot wrote:
MDK, Tnx I have a SG and use it to monitor my tranny temps on my Ford.
I was curious to know if , regarding the op’s 2023 version, ,
1- does the new rv version of the Sprinter chassis have an external tranny cooler ?
2- if not, then monitoring tranny temp is something to monitor while towing. Especially if maxing out a Sprinter chassis. Safeguard the transmission.
As you suggested , a ScanGauge in tranny temp mode would be the tool to use. Btw, you are absolutely right, setting it up took a little time. But once i understood the program it was a lot easier.

Again, no worries.
As for the newer VS30 chassis, it probably has everything, based on the price.
It does get more regular recalls than it's predecessors. Both minor and major.
As for SGII, I usually watch the 3 temperatures (FWT, EOT, TFT) while driving, towing or not. I find that an odd change in normal temps usually means trouble brewing (literally?).
I toggle the 4th gauge between GER (current gear), VLT (battery voltage/alternator output), LOD (engine load %), RGN (regen status on/off), DEF (DEF tank level), and GAL (fuel tank level).
All help me keep an eye on things.
Programming them is tedious, but once you get going, it gets easier. Sort of?
Someone said if you buy direct from Linear Logic/Scan Gauge, and tell them the vehicle it's for, they can add the X-Gauges you want before they ship it.

MDK, Tnx I have a SG and use it to monitor my tranny temps on my Ford.
I was curious to know if , regarding the op’s 2023 version, ,
1- does the new rv version of the Sprinter chassis have an external tranny cooler ?
2- if not, then monitoring tranny temp is something to monitor while towing. Especially if maxing out a Sprinter chassis. Safeguard the transmission.
As you suggested , a ScanGauge in tranny temp mode would be the tool to use. Btw, you are absolutely right, setting it up took a little time. But once i understood the program it was a lot easier.

bobndot wrote:
MDKMDK, thank u.

You're welcome.
If you're interested, SGII is available on Amazon.
I think they're priced like Dyson vacuum cleaners, they don't often go "on sale".
I just bought a second one for my towed, and paid full price. I think they're worth it.
Maybe check out their website first, where they list optional X-Gauges for various makes/models of vehicles and chassis. You can buy directly from them, if you choose.

MDKMDK, thank u.

bobndot wrote:
Just curious. Has anyone who owns one checked the tranny temps ?
Do the Sprinters have a tranny temp gauge as standard eq ?

Maybe the new ones do?

Not on my 2017.
I had to program it as an X-Gauge (TFT) in my ScanGauge II.
It was tedious, but it works.
I also had to program an engine oil temp X-Gauge (EOT).
It comes with a coolant temp X-Gauge (FWT) already programmed.

Just curious. Has anyone who owns one checked the tranny temps ?
Do the Sprinters have a tranny temp gauge as standard eq ?