valhalla360 wrote:
ktmrfs wrote:
And Tow vehicle mfg generally assume max tongue weight of 10% while trailer mfg design for around 15% min tongue weight. See the problem?
Truck manufacturers are usually spec'ing based on a flat bed utility trailer with negligible wind resistance in addition to the marginal hitch percentage.
Correct. It’s not the weight, per se, it’s aero resistance to crosswinds that are the bane of trailer towing. Tongue weight at 12-13% is an ideal (it’s not “payload”), as 15 is harder to do, and 10 is a little light. WDH percentages are what matter in this.
A pickup isn’t an ideal TV anyway. What is it one carries that MUST go in the bed? An SUV or van is a better choice for DD as well as for being a TV due to greater inherent stability (suspension & COG) than a pickup.
A low COG TV AND TT is the better rig. Give both independent suspension (Airstream, for low crosswind trouble ) and it’s a slam dunk.
“Best” is otherwise non wet-bath and permanent beds (no fold out). 26-28’ TT “generally”.
Much depends on trip length. The longer & farther, the more the above plays in (as does freshwater & propane capacity). As third generation I wouldn’t consider shorter as a full timer rig.
Low cost of travel (daily) is from a clean sheet of paper for rig spec. My 62’ combined length 17k-lb rig averages 15-mpg in the South Central US. (Plan the trip via all stops; fuel cost savings are in the daily driver miles per annual fuel budget). What’s between the ears is what matters most.
10-15 year old AS is what I’d look at. Depreciation gone but still close to new. I bought both vehicles used more than ten years ago, and had just under $30k total into both (knew what to look for). Some DIY upgrade, and ongoing maintenance otherwise. Repairs minimal.
An all-aluminum fill-aero trailer always has a buyer. Or that children & grandchildren can inherit.
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