Feb-14-2019 05:07 PM
Feb-19-2019 08:09 AM
blt2ski wrote:
Towing ANYTHING, having proper chassis to handle trailer behind it weight wise. ALSO one needs the proper drivetrain for how you use the rig too! Are you literally under 50-55mph local roads? Steeper grades, IE greater than say 15%! Are you on an interstate wanting to hold 60mph on a 2-3% freeway grade?
Their is not a single truck made in an LDT form currently, that you can order to suit your needs. It's down to a one size fits all. That size, no matter the chassis, may not fit your usage!
I have no problem admitting, current tow rating gcwr specs suck in how I use my trucks pulling hauling etc. Geared way check too tall!
Marty
Feb-19-2019 07:19 AM
Feb-18-2019 09:21 AM
Feb-18-2019 08:33 AM
Feb-18-2019 06:13 AM
Feb-17-2019 09:12 PM
Feb-17-2019 01:59 PM
Feb-17-2019 01:54 PM
ksss wrote:
I pull a 20 ton excavator with a pintal hitch, three axle trailer that dry weighs about 10K with a 4 axle Mack dump truck, that Mack dry weighs about 24K. So this roughly follows Marty's rule of thumb, but the idea that the power unit cant weigh less than what is being towed is ridiculous.
Feb-17-2019 11:01 AM
Me Again wrote:2manytoyz wrote:
Just know the old nomenclature of 1/2 ton or 3/4 ton doesn't mean much anymore.
And how does the rear axle bearing setup on a 150/1500 compare to the 250/350/2500/3500?
What holds the axle into your differential on you F150? What surface do the bearings(AKA weight) ride on?
Feb-17-2019 09:58 AM
Feb-17-2019 06:29 AM
Feb-17-2019 06:26 AM
burningman wrote:
It’s about handling. Sure a one ton diesel has strong components.
But with a trailer that weighs as much or more on a bumper hitch several feet behind the rear axle, you should avoid feeling invincible on a wet street in a curve if something unscheduled happens.
There’s a reason guys buy 5th wheels and goosenecks.
Feb-16-2019 11:44 PM
Feb-16-2019 05:27 PM