- Reaction score
- Central Pennsylvania
This is the exact reason why I started my thread will the 1500 work for me or am I waiting on a 2500.said the state cops have taken up the issue of overloaded pickup trks pulling trailers and travel trailers
your experience with trailers is a BIG factor in "how much you can safely tow" .. first you can use a standard 2" receiver hitch, make sure the ball is the highest weight capacity for a 2" ball, i think 9,000 #s, i have both a 1,500 # aluminum utility trailer (for smaller tasks) and a dual axel 7,000 # aluminum utility trailer (for heavier jobs) .. the key to using a utility trailer is how you load the stuff, the farther front on the trailer the heavier the tongue weight and the less stable the trailer ... practice backing using your mirrows ALOT until you know what you are doing and only back a trailer as far as you NEED to before moving forwardCan someone please just tell me how much I can safely tow and what type of hitch and ball I should start with in the event I want to use a small/med cargo trailer?
Just need two things...4x2 or 4x4 this gives the GVWR (6900 or 7100). Next question is to just makesure you have the class IV reciever (some do not as it isn't standard on bighorn)...Woops, realized I need a pic of the other sticker. I’ll do that tomorrow.
Too many 'bros' with punisher stickers and short attention spans on most FB groups who only what to hear what they want to hear...I wish this type of post was in the FB group I lurk in for my brand of travel trailer.
As a newbie to towing anything bigger than a little utility trailer; thanks for all the information. It's still a little confused in my mind.
devildodge had some formulas there, would anybody here be able to create a small excel spreadsheet where we can type in our numbers from our truck door jamb, and then we get the other numbers calculated automatically from that? Or is that making things more difficult than they need to be?
I'd be we willing to create the spreadsheet and share it here if somebody can give me a list of every relevant formula.
I'm also wondering about the comments around 5th wheels and half tons. I've seen smaller 5th wheels with dry weight between 6000 - 8000 pounds, what makes those unsuitable to be towed by a 1500? Do they (5th wheels) have more than the usual 10% tongue weight that a TT does?
So very well done and in real world how it is. Hope all of us stay safe and do not over load our trucks to where its so bad you,your family and others are at risk. And not to be rude or obstinate but for some while on the road who pass me and my Family on the freeway with a 4 and 3 wheeled 5th wheel camper on the back of your 3/4 tons and 1 tons at 85 to 90 MPH I'm not impressed at all....I pray for all you could hurt or take life which even could be your own family as well as others is totally out of line just to show off! Every time I pull the camper or the pontoon out on the freeway it happens more more it seems and scares the bejebbies out me. ):Just a comment on payloads. First, I was a liability (its called casualty) adjuster for a major company for 9 years from 1982-1991. Took care of the claims and eventual bodily injury lawsuits of hundreds if not thousands of accidents during those years. We never weighed our insured’s rigs or even cared about the payload or trailer weight. Our contract was to indemnify the insured due to a covered loss. Didnt say anything about safe tires, under or at payload gcvwr, having working windshield wipers, none of that nonsense. We paid the claim and if underwriting felt the insured posed an excessive risk of a repeat loss, we would either uprate or non-renew.
Now what LEO does or does not do on the criminal side due to citations is/was their business. We paid out on DWI/DUI wrecks all day long, no matter if our insured got cited or not. We adjusters always wished there was a “stupidity” clause which would have eliminated a majority of claims... but there wasn’t.
I have seen one instance where a highway patrol/DOT had moving scales out on the side of the road and had waived in large rv’s and class A’s, probably because they appeared to be over the states’ 26,000 lb class A or B non-commercial license required rule. Some states (13 as of 2017) are requiring these licenses, and with good reason as the big diesel pusher 40’ bus class A’s are something the average class C or D (car) driver has no clue how to handle. LEO’s can check for unsafe conditions (tow chains, lights, operating trailer brakes) and cite you for operating an unsafe vehicle however its usually not a “primary” reason to stop you, being “secondary” they have to find some other moving violation first. Remember that’s a totally separate area from your insurance company contract.
Please stop believing and/or repeating the myth of “overweight vehicle chasing attorneys” and insurance companies denying the claims due to overweight personal pickup trucks. It makes for great “weight police” warnings and hype but its false. Now if you are a licensed commercial entity, you fall under a completely different (stricter) set of rules.
All operators are supposed to know the limits of their equipment and thats a reasonable requirement. People generally want to tow with a comfortable ride daily driver instead of a purpose built heavy 3/4 to 1 ton or more truck. Understandable. People will also “push the envelope” and tow overweight a few times a year cause’ they can. That’s people.
The OP’s article is educating owners as to the limits of their (mostly 1500 series) pickups. Bravo. Just remember it applies the same to 2500 and 3500 series as well. Look at the weight of modern multi-slide equipped truck campers that are 10-12’ long and see just what kind of payload is required. That’s scary! Here’s an example: (truckcampermagazine.com, 2019)
Lance 1172 truck camper: dry weight, 4,174 pounds + 42 gallons fresh, 350.3 pounds + 6 gallon full hot water heater, 50 pounds + 2x 30-pound full propane tanks, 54 pounds + 2 batteries, 130 pounds + stuff, 500 pounds = 5,213.3 pounds
Put that on your 1500 and see what happens...