ChopperBill wrote:Cummins12V98 wrote:
Anyone that believes that the RV just stops getting heavier when it reaches the GVWR is delusional.
Perfect example, 21K GVWR actually weighs about 23K with 100G water on board.
So I would advise a dually. Combo in pic is a one finger driver.
I'd advise against a one finger drive and I would worry more about the front axle than the rear. You may be doing that "white knuckle" deal I have been hearing about. LOL
I have to admit I was exaggerating a bit! One handed is not fibbing tho.
"I like the way the Ram's look but the plywood seating"
You really should take a test drive in a LongHorn I think you would change your mind.
Here is a pic to get you thinking.
You really should take a test drive in a LongHorn I think you would change your mind.
Here is a pic to get you thinking.
taken wrote:Lantley wrote:
Taken I agree with you that the GVWR includes full tanks. However Cummins12V98 has a sharp looking combo. I don't mind if he likes posting pictures of it. His pictures gives me something to drool at.
Mine isn't all that hard to look at either. I just don't post it in every thread...
Nice looking combo!
jerem0621 wrote:taken wrote:Cummins12V98 wrote:
Anyone that believes that the RV just stops getting heavier when it reaches the GVWR is delusional.
Perfect example, 21K GVWR actually weighs about 23K with 100G water on board.
So I would advise a dually. Combo in pic is a one finger driver.
Complete nonsense. GVWR of an RV is meant to include the weight of all it's tanks full. They are part of it's payload. If you are at GVWR before your tanks are full, you are asking to be overloaded. Oh, and please post more pics of your truck and trailer. We need to see them constantly to ensure we recognize you as a man. Maybe I should post mine more and say I can drive it with my thing.
here is my one finger driver!!!
I am in a wonderful GCVWR of around 7800 lbs.... My entire rig is nearly the weight of Cummins Pin weight alone.
Love my rig though.
Thanks!
Jeremiah
That's a nice setup! I always wanted a TentTrailer but Western WA is not a good choice for one. Always rains when up in the Cascades. Then trying to get it dried out leads to mold.
lawnspecialties wrote:
I don't care about the "cool factor" here. I don't have this camper or either of these trucks anymore. But I can tell you first hand knowledge of what each one did and why I suggest what I do for the OP.
Here is the day we brought the Cyclone home. Afterwards, we had a race 200 miles away. On the way home, we hit a wicked storm traveling west to east as we were traveling north on I-85 near Lexington, NC. Although the crosswinds were tough, everything did great. During nice weather, traveling 70 mph was little to no effort at all. Unfortunately, a trip to the scales weeks later showed I was 1000 lbs. over on the rear axle of the truck. That was the only reason we traded her in.
This was about a month later. New F450. Plenty of room on the rear axle ratings now. But in all honesty: no difference in how it pulled regarding stability.
In the end, if you could discount the rear axle rating, the SRW is by far a better choice for me. Easier as a daily driver. Not a huge factor on keeping tire pressures equal. Not as fat in the hips for the McDonald's drive-thru. But since you can't eliminate the rear axle rating of the truck, you have to go with the DRW if your pin weight requires it.
Kind of a funny story here. My winter neighbor in AZ had an F450 and pulls a 36 Mobile Suites. And double tows a Can Am on a trailer. He traded for a newer F350 SRW. Wife wouldn't drive it and he got tired of driving it when he always stays in the same spot months at a time. He's a full timer. Said the same thing, can't tell the diffence in towing except it smother riding. Have no idea what his weights are, ain't my business. I did question him in my own mind, when he put on a goose neck hitch, again none of my business.
lawnspecialties wrote:
I don't care about the "cool factor" here. I don't have this camper or either of these trucks anymore. But I can tell you first hand knowledge of what each one did and why I suggest what I do for the OP.
Here is the day we brought the Cyclone home. Afterwards, we had a race 200 miles away. On the way home, we hit a wicked storm traveling west to east as we were traveling north on I-85 near Lexington, NC. Although the crosswinds were tough, everything did great. During nice weather, traveling 70 mph was little to no effort at all. Unfortunately, a trip to the scales weeks later showed I was 1000 lbs. over on the rear axle of the truck. That was the only reason we traded her in.
This was about a month later. New F450. Plenty of room on the rear axle ratings now. But in all honesty: no difference in how it pulled regarding stability.
In the end, if you could discount the rear axle rating, the SRW is by far a better choice for me. Easier as a daily driver. Not a huge factor on keeping tire pressures equal. Not as fat in the hips for the McDonald's drive-thru. But since you can't eliminate the rear axle rating of the truck, you have to go with the DRW if your pin weight requires it.
Thank you for your post! I agree that if you can't keep the axle weights in check then yes by all means you will need a truck with more payload. It really has nothing to do with how many tires are on the truck unless you want to run a road race through the curves. If you drive accordingly to the load you are pulling today's SRW truck will handle a 16,000# 5er just fine.
