BackOfThePack wrote:
4x4van wrote:
Gdetrailer wrote:
4x4van wrote:
I have to laugh at the tow capacity wars that the manufacturers are currently waging with small/midsize trucks. Towing a 6400lb trailer with a small 4000lb truck at 75mph? While it may be able to TOW it, and it may be able to STOP it (with trailer brakes), in an emergency maneuver, the trailer will drive the truck. Hope I'm nowhere near the OP when that happens.
Trailer brakes generally are required items once you go above 2,001 lbs in some states and 3,001 lbs in most all other States. So in reality, yes, a "4,000 lb" truck CAN safely not only tow but STOP.
The trucks brakes handles the weight on the truck up to the rated GVWR and the trailers brakes handles the trailers weight up to the rated GVWR.
So in reality, it CAN be safely done, might not be pretty or fun but still very possible to safely stop during emergency maneuvers.
A lot of folks out there towing even greater of a mismatch, while that doesn't make me feel safe it is the reality we must you will want to control trailer brakes as you finish and try to straighten out. deal with. Eventually with a big and heavy enough trailer even a F450-F550 truck will be much lighter than the trailer..
My personal feeling is I would much rather have a bit beefier tow vehicle to start with which provides a firmer platform (IE stiffer springs, firmer shocks and some added weight to match closer to the trailer's weight). But obviously not many people are willing to step off the 1/2 ton platform because they prefer the softer ride and a perceived lower cost to buy and a couple of MPG better mileage when empty.
Agreed that with the correct trailer brakes, the tow vehice can stop the trailer, even in an emergency stop situation. I'm more interested in an emergency "maneuver", such as swerving to avoid another vehicle or something. In that scenario, the trailer brakes are of little value, and the mismatch in weight between the trailer and the truck becomes a major factor in control (or lack thereof)..
You should get out and test that. In an emergency swerve you will want to use trailer brake control to finish the maneuver to help bring trailer back into alignment. How do you think onboard TV electronic trailer anti-sway works?
You want the real deal then get a Hensley or Pro-Pride hitch as once the hitch is locked it’s no longer a hitch but a steering component.
So far as stiffer springs go . . no, it’s the FF/RR weight balance + the percentage on the RR axle with as much suspension compliance as possible on a pickup. Softer is better. Stiffly sprung is likelier to lose the tire contact patch. Weight mismatch doesn’t mean much as it’s maybe 2/10s of a second difference once the LEVER with a trailer at the end of it has gotten the drive axle tires free of traction.
For the record, 4x4van ADDED the section that is in bold type into my post that says "
you will want to control trailer brakes as you finish and try to straighten out. ".
Those are not my words but 4x4vans words.
In reality as long as you have your brake controller set correctly the trailer brakes will follow your vehicles brakes closely enough to keep everything under control.
For me, setting the trailer brake controller correctly to give a slight "lead" or "tug" to the trailer brakes. That lead or tug, is critical to help snapping the trailer back into command, otherwise the trailer will continue on fighting you.
As far as "trying that", yes, I HAVE (though not the section that 4x4van added to my post), not because I "wanted" to but because of a deer running right out in front of us while towing on an Interstate at night at posted speed limit of 70MPH with vehicles in front of us and by our side and vehicles following behind us..
Stomped on the brakes to scrub all the speed I could so the impact would be a lot less.. Managed to drop enough speed in a short time narrowly missing the deer (could have sworn I seen deer ticks jumping off for their lives!). The entire rig stayed 100% straight and true the entire ordeal (and for the record, I do not use or have WD or anti sway devices installed).
Had that deer thing repeat a SECOND time a few yrs later and same exact positive results..
Under emergency conditions, you simply do not have the time to mess around with brake settings and that includes the idea of using the manual brake over ride control so you really want to get the brakes setup before you start towing.
As far a HA or Pro-Pride goes, for my setup, absolutely zero need, my truck and trailer combination tows very well, have even towed right through a micro burst storm (60+ MPH straightline winds against the drivers side of the rig) for 20+ miles once.
On edit..
OP reported back to this tread and was pleased with their MILEAGE results after they started using premium fuel and altered their driving habits.. They got their answer about increasing mileage, perhaps it is time to retire this thread?
