GM's Max Trailering Package

[rmnpcolorado]

So I had a bead on a beautiful '17 Ford F-150 with the 3.5L V6 and the max tow package, but that truck has since been sold before we are ready to buy (need to sell our Avalanche first). I keep looking at GMC Sierras/Chevy Silverados but would prefer one that has the Max Trailering Package, and unlike Ford, those seem to be hard to find.

But if I'm understanding the GM trucks, without the max trailering package they're rated to tow in the underwhelming 9,000# range? And with the MTP we're talking upper 10s/11s depending on the engine choice. Which, with our rig and potential upgrade down the road, I would like the additional capacity (payload of 1,800#+).

It seems to me that GM's max trailering package is more substantial than Ford's, and from a power standpoint doesn't have to have twin turbos to provide the oomph. Problem is they're not nearly as prevalent as Fords.

What's my question? Not sure, but am hoping someone can chime in on GM's max trailering package. I'm looking primarily at '17s/'18s, but maybe somebody could shed more light on the '19s/'20s as well?

[BenK]

X2 to Jerem0621;s comment and add...going by marketing nomenclature is risking getting caught in the marketing “king of the hill’ positioning where things are taken out of context (true, but not the whole picture)

Suggest looking at the OEM ratings and do the simple math using their ratings numbers.

GVWR, front & rear GAWR and their listed curb weight (not the old stripper model they used to employ for these “King of the Hilll” marketing, but their true weight as shipped from the factory)

But first decide if you believe in the OEM ratings. Huge and never ending discussion on ‘which’ ratings to ignore or follow. It is a very personal risk management decision.

IMO, the most important is the rear GAWR, then GVWR, then the rest of them.

Actual weights best, but if you do not have one or the other or neither...use their listed GVWR & tongue (that will provide the basic tongue percentage to calculate vs the actual weight)

Most of the weight on any pickup will be over the rear axle. Look at any pickup from the side and notice that the rear drivers door edge is about half way between the axles. Meaning anything loaded in the bed and/or on the ball will place the majority of that weight over the rear axle.

Why as you move up in the capacity/rating scale of TV’s, the rear GAWR jumps higher. Why half ton’s have many different rear GAWR and higher class starts at 6,000 rear GAWR

Nothing wrong with any pickup class, but just understand that and forget using marketing nomenclature

Also, understand the “corporate component/systems stock room” and is where many think they can guess which parts are needed to increase their ratings. They maybe correct, but that doesn’t change the OEM ratings.

Here is the link to the GM towing guide : https://www.chevrolet.com/truck-life/trailering-and-towing-guide

https://www.chevrolet.com/truck-life/trailering-and-towing-guide
Weird...posting via my iPad has clicky’s not work...

Poke around to see which half ton you like. Plus it has a fairly good glossary of towing terms

[jerem0621]

Dont get too hooked up on the max trailering number. It has zero to do with real world capability Of a half ton.

[gmckenzie]

I've got a 2015 with the max trailering package. I tow 8,200 lbs and wouldn't go any heavier with this truck. Even with a payload of 2,015 lbs, I've maxed the GVW with my setup and no water in the trailer.

I like my truck but am thinking I will have a 350/3500 next. Just waffling between the 6.6 gas and the 7.3 gas.

Also wondering what a 2015 GMC Sierra with NHT and ~45,000 kms is worth.....

[rmnpcolorado]

bikendan wrote:

rmnpcolorado wrote:

We'll See wrote:
If you are towing in the mountains a lot and want to stick with a half ton, Ford's 3.5 ecoboost will be hard to beat. However, GMs's 6.2 liter v8 is a great motor as well but I would rather have the turbo. For what you are asking, the right half ton will do the job but you must be sure it has enough payload.

Let me throw you a softball: WHY would you rather have the turbo over the 6.2 “pure grunt” as I’d call it? Just an honest question, I don’t think there’s a wrong answer and in no way am I knocking the 3.5L eco.

Truth be told, our 5.3 in the Av had plenty of power this summer with our current load, it was more the tranny that I was watching the temps on.

I owned a 5.3 Avy that I replaced with a 3.5 Ecoboost. Have you driven an Ecoboost?
I replaced the Avy because I bought a bigger and heavier 26ft TT, after selling my 24ft Hybrid TT. The Avy just wasn't up for the job, through our Western mtn ranges. Plus the payload capacity was only 1357lbs.
The towing difference is AMAZING! My F150 Ecoboost has 1828lbs of payload and WAY more power, especially in the mountains where it really shines.

I have driven one, just a few weeks ago actually. It had plenty of get up and go, but granted that’s completely empty without any weight behind it. But I was impressed.

Sounds like exactly the situation we’re in, except we’re ahead of the game knowing we’ll need more power before the bigger trailer. The Avalanche is a beautiful truck, but we just need more. Hence the reason I’m only looking at trucks with the max towing packages. Our Av has a higher payload than 1300lbs, it’s more towards 1800 I believe, but just not enough power for what we like to do.

I think someone made the comment above on the diesel - if we were going to be an extended period it would make sense. But we’re vacationers, so two weeks probably max a year at elevation. I’ve gotten used to slow! We were stuck behind two VW buses going up Monarch Pass in a Colorado this summer doing maybe 25. I finally got around them and tootled along at 35-45!

[bikendan]

rmnpcolorado wrote:

We'll See wrote:
If you are towing in the mountains a lot and want to stick with a half ton, Ford's 3.5 ecoboost will be hard to beat. However, GMs's 6.2 liter v8 is a great motor as well but I would rather have the turbo. For what you are asking, the right half ton will do the job but you must be sure it has enough payload.

Let me throw you a softball: WHY would you rather have the turbo over the 6.2 “pure grunt” as I’d call it? Just an honest question, I don’t think there’s a wrong answer and in no way am I knocking the 3.5L eco.

Truth be told, our 5.3 in the Av had plenty of power this summer with our current load, it was more the tranny that I was watching the temps on.

I owned a 5.3 Avy that I replaced with a 3.5 Ecoboost. Have you driven an Ecoboost?
I replaced the Avy because I bought a bigger and heavier 26ft TT, after selling my 24ft Hybrid TT. The Avy just wasn't up for the job, through our Western mtn ranges. Plus the payload capacity was only 1357lbs.
The towing difference is AMAZING! My F150 Ecoboost has 1828lbs of payload and WAY more power, especially in the mountains where it really shines.

[Grit_dog]

@jck, I didn’t know that LT 275 55 20 tires weren’t made in 2015. I picked up a set of used LT tires that size last year that had a 2016 born on date.
And now there’s dozens of them. Not awesome load ratings but 2680 lbs at 65 psi.

[blt2ski]

Another motor to think about, altho maybe above budget, is the GM with the diesel. Mid 20's city, mid 30 hwy empty. Probably like all diesels, low to mid teens towing. It would/could be better at elevation if you go above 6000' frequently due to the turbo. Under 5-6000', not sure a turbo/super charged motor that is similarly power speced makes a really BIG difference in total towing fun per say. both do the job, but with different seat of the pants performance etc.
WHere you are in Wisconsin, A forced induction vs natural aspirated may not be that big of a deal. If you head to the rockies 3-5 months of the year.....yes a turbo makes a difference. One trip every 3-5 years, get the cheaper motor that does the job where you are, go a bit slower at elevation.

marty

[rmnpcolorado]

blt2ski wrote:
An advantage to a forced induction motor like the Ford eco boost, a majority of dusel motors, is the fo not lose HP at higher elevations like a natural aspirated motor like the GM V8,s, Ford's 305 etal. They lose 2-3% ofHP per 1000' above sea level you go. So at 10,000' like you are at highest points in Yellowstone as an example, that 6.2 is down some 30% hp, the turbo version is still cooking along at potential max HP.
I took the same trailer, etc thru Yellowstone with a 454, 9 years latersame trailer, older teens about 1500 total lbs heavier with a GM 6.5 turbo with 50 less HP, it smoked the 454 going up the same 15% grades at 9-10,000' that the 454 could not do but in 1st gear ofits 3 so auto. The diesel with 5 gears, di it in third, or equal of 2nd with the auto. 10-15 mph faster.
Having a turbo at elevation helps.

Marty

That’s perfect, thanks! I think I’ve heard that before, but that helped clarify it well.

[JCK]

Grit dog wrote:

JCK wrote:
Had a 2015 Max tow GMC 1500 If memory serves me wright it had 4300 lb. rear axle and around 1800 payload . I think the standard rear axle is 3850 lbs. I had a 28 foot Keystone bullet that was right around 6500 lbs. Truck handled it fine but you could never drive with one hand . Trailer didn’t sway but truck was constantly moving around probably because it had 20 inch P rated tires . I don’t get it you buy max tow / max payload and they give you P rated tires shame on GM . Kept it two years and got a 2017 GMC 2500 HD problem solved

That’s a nice excuse to convince the wifey you need a Duramax Denali, but you and I both know that the tire store coulda fixed that problem for less than $1000. Or you could just air them XLs up to 50+ psi in the rear and solved most of your “issue” for free!

Grit Dog
The tires that came on my 2015 NHT max payload with 6.2 and a eight speed were those wide 20 inch tires P series I had them aired up to the max to no advail . At that time you couldn’t buy a LT tire in that size. So it would have required a rim change also.
We’re not your local traveler we’re you can get buy with what you have.
Two trips out west first to Oregon 7200 miles
Another to Black Hills , Devils Tower ect 4500 plus miles . There’s a reason you don’t see half tons out West . The wind is always blowing hard and the grades are long and steep. Buy the correct product for the the Job and enjoy the ride
Jeff K

I drank the Pink coolaid once and will never buy a 1500 again
1989 Ford Diesel
2002 HD 2500 8 liter 498 Cubic inches Allison 5 speed trans
2004 HD 2500 Duramax
2015 GMC 1500 6.2 eight speed
2017 GMC 2500 Duramax five speed
2019. GMC 2500. Duramax six speed Best truck of all of them

[mooky_stinks]

People that say 1/2 tons and 3/4 tons are the same price have to stop comparing msrp and actually try to get 10K off a comparable 3/4 ton. They'll kick you out of the dealership! Remember, I said comparable, not a Denali or Platinum diesel.

[blt2ski]

An advantage to a forced induction motor like the Ford eco boost, a majority of dusel motors, is the fo not lose HP at higher elevations like a natural aspirated motor like the GM V8,s, Ford's 305 etal. They lose 2-3% ofHP per 1000' above sea level you go. So at 10,000' like you are at highest points in Yellowstone as an example, that 6.2 is down some 30% hp, the turbo version is still cooking along at potential max HP.
I took the same trailer, etc thru Yellowstone with a 454, 9 years latersame trailer, older teens about 1500 total lbs heavier with a GM 6.5 turbo with 50 less HP, it smoked the 454 going up the same 15% grades at 9-10,000' that the 454 could not do but in 1st gear ofits 3 so auto. The diesel with 5 gears, di it in third, or equal of 2nd with the auto. 10-15 mph faster.
Having a turbo at elevation helps.

Marty

[rmnpcolorado]

We'll See wrote:
If you are towing in the mountains a lot and want to stick with a half ton, Ford's 3.5 ecoboost will be hard to beat. However, GMs's 6.2 liter v8 is a great motor as well but I would rather have the turbo. For what you are asking, the right half ton will do the job but you must be sure it has enough payload.

Let me throw you a softball: WHY would you rather have the turbo over the 6.2 “pure grunt” as I’d call it? Just an honest question, I don’t think there’s a wrong answer and in no way am I knocking the 3.5L eco.

Truth be told, our 5.3 in the Av had plenty of power this summer with our current load, it was more the tranny that I was watching the temps on.

And just for those saying I should look at at 3/4 ton, I’m not asking about those and I don’t want one at this time. A 1/2 ton decked out the way id like (not Lariat, not LTZ/Denali) already pushes the upper eschelon of our budget. Your “not a lot more” IS a lot more. Do I hear you when you say it’s a better towing experience? Yes I do, and someday I’ll listen When I feel I have that need. Today is not that day, thanks.

[We_ll_See]

If you are towing in the mountains a lot and want to stick with a half ton, Ford's 3.5 ecoboost will be hard to beat. However, GMs's 6.2 liter v8 is a great motor as well but I would rather have the turbo. For what you are asking, the right half ton will do the job but you must be sure it has enough payload.

[ksss]

Just because it is zero degrees outside and I don't feel like freezing yet, I built a 2020 half ton Trail Boss crew cab with 6.5 box LT with a 6.2L. The tow capacity says up to 13,400 and a bed capacity of 2,250. I am sure this is with an double cab version not a crew cab, but it wouldnt be too far off. The build price was 53K comfortably loaded with tow package and all the tow cameras available. I don't think you need a 2500 HD to pull 8K unless you want to and you clearly don't. The 6.2 is a heck of motor and with that 10 speed it makes it that much better.