Tow a ski boat behind a TC?
Hi everyone - been studying up on how to tow a boat behind a truck camper. Kind of out of the blue, my wife and I have recently bought a ski/surf boat (2005 Mastercraft x10) and have absolutely falle...
Forum Discussion
Appreciate all the help so far!!
I agree, it's not very much and between myself and fuel alone, would exceed it.
Ahh... okay, this is kind of what I have been wondering about because I didn't really think payload was the only story here. A couple questions:
1) I haven't seen the RAWR published for (for instance), a GMC 3500 1-ton diesel short bed SRW. Where do you find it?
2) How do you calculate the actual payload and RAWR weight impact of a trailer on a tongue extension? It occurs to me that if you put the tongue weight way back there on a 4' lever arm, it's going to have a different impact than what it would be if it were right on the hitch, so how do you know what it is?
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In other news, I just called up the huge volume truck dealer in my area. I stumped the first sales guy with my questions about payload, so he transferred me to their "most experienced" sales person. That salesperson was adamant that the way to achieve what I am contemplating is by adding airbags to a 1-ton diesel truck, that it would increase the payload, and that it would be perfectly legal.
He might be right that it would *effectively* increase the payload and make the rig comfortable to drive, but I think he's dead wrong that it would be legal if the stock payload is exceeded (i.e. adding airbags doesn't "legally" increase the weight rating) - can anyone comment on this?
Setting the legality of it aside, he said he was "100% confident" that if I bought a 1-ton diesel and installed airbags, loaded it up with the TC and the boat, and drove it over the mountains in our area I would be perfectly happy with how the truck performed (none of this first-gear, 30mph hazards-on nonsense). Thoughts?
Lwiddis wrote:
"we’d have 500 pounds available for all passengers, fuel, and gear."
An unrealistic number for passengers, fuel and gear IMO. Four very skinny people is 500 pounds (125 each) without adding fuel and gear. Soon those kids will want to bring their bicycles, baseball gear, a friend etc.
I agree, it's not very much and between myself and fuel alone, would exceed it.
joerg68 wrote:
Pay less attention to the payload and more to the rear axle weight rating (RAWR), especially on a SRW truck.
A TC usually puts most or all of its weight on the rear axle. If the CoG of the camper is behind the axle, it will even transfer weight from the front to the rear, effectively making the front axle lighter.
The tongue weight of the trailer is also carried by the rear axle, amplified by distance.
On a SRW truck, the RAWR is usually limited by the load rating of the rear tires. At some point, no tires with a higher load rating are available.
A DRW truck has twice as many tires in the back, which translates to roughly twice the capacity.
Edit: with a TC and a trailer you tend to be pushing (or exceeding) the capabilities of many trucks. Calculate your weights conservatively. Things tend to be a lot heavier than you anticipate. Wherever possible, get actual weights from a scale.
Ahh... okay, this is kind of what I have been wondering about because I didn't really think payload was the only story here. A couple questions:
1) I haven't seen the RAWR published for (for instance), a GMC 3500 1-ton diesel short bed SRW. Where do you find it?
2) How do you calculate the actual payload and RAWR weight impact of a trailer on a tongue extension? It occurs to me that if you put the tongue weight way back there on a 4' lever arm, it's going to have a different impact than what it would be if it were right on the hitch, so how do you know what it is?
*******
In other news, I just called up the huge volume truck dealer in my area. I stumped the first sales guy with my questions about payload, so he transferred me to their "most experienced" sales person. That salesperson was adamant that the way to achieve what I am contemplating is by adding airbags to a 1-ton diesel truck, that it would increase the payload, and that it would be perfectly legal.
He might be right that it would *effectively* increase the payload and make the rig comfortable to drive, but I think he's dead wrong that it would be legal if the stock payload is exceeded (i.e. adding airbags doesn't "legally" increase the weight rating) - can anyone comment on this?
Setting the legality of it aside, he said he was "100% confident" that if I bought a 1-ton diesel and installed airbags, loaded it up with the TC and the boat, and drove it over the mountains in our area I would be perfectly happy with how the truck performed (none of this first-gear, 30mph hazards-on nonsense). Thoughts?
