Hey guys great video. Slight correction on the trailer. Empty weight: 11,064lbs, GVWR 16,800lbs, Axle Size -2 X 7,000lb Axles. Some of the GVWR transfers to the truck which gives you a higher GVWR.
@@AJourneyOfYourSoul Tandem 7,000lbs axles = 14,000lb but this GVWR shows 16,800. Since the truck is hauling the trailer in the bed of the truck, some of the trailer weight is now “transferred” to the truck and off the trailer. All trailer manufacturers do it and the rule of thumb is 10%-15% transfer weight.
@@CompleteTrailers Yes, some of the weight is being carried by the truck, but that doesn't mean it "gives you a higher GVWR." The GVWR is the GVWR no matter what. I think you misunderstand the term GVWR. Terms have meaning. The last thing you want to be telling people is that you get a higher GVWR. How high? Does the GVWR go from 16,800 to 20,000 now?
@@AJourneyOfYourSoul I think you are totally misunderstanding what they were saying. The GVWR based on just the axles is 14,000lbs. But the trailer is rated at 16,800 because of the weight being transferred to the truck. Some trailers have their GVWR based on just the rating of the axles, which is true of most bumper pull trailers.
@@CompleteTrailers just because 'everyone does it' doesn't mean it's right. Camper is built as light as possible and then gets a tag it can barely support? The guy was so worried about the landing gear bending when hooking up.. utility trailers don't get tagged this way
Toy haulers are built to be naturally pin heavy when empty. This is to balance out the load of the cargo in the trailer when loaded so that the trailer maintains the right ratio of pin weight. I suggest doing a follow up video with a side by side loaded in the trailer. This would be a great demonstration to show why load and placement is so important when hauling 5th wheel trailers.
Funny how many “experts” will claim that loading toy haulers will take away tongue weight….when they are designed to be tongue heavy unloaded. I have to move ballast to the rear of my toy hauler because I use it for mountain bikes. And I use the grill and most of anything I store in the pass through as ballast. Also the fresh water tank sits in front of the front axle, I usually leave it near empty unless we are boondocking. That water can balance out a heavy load in the rear, but for me it just adds tongue weight (100 gal tank)
I was going to say, throw some wait in the trailer and it'll balance out, when you do the math from the weigh in 8300lbs to over 11000 is 2700lbs of tongue weight, that's nowhere close to being withing the 10-15% tongue weight, that's 25%. Gross trialer weight you should have about 1600- 2700, should be pretty close to the gross weight of the truck. That said a 1 ton or a heavy payload truck would be better for sure
If there’s one thing I’ve learned from the Internet it’s that payload ratings are vitally important, except for 3/4-ton diesels where they can be ignored.
So true... however for the sake of longevity, I would say it depends on the truck and how much overloaded we're talking. I'd feel a lot better about overloading a Powerstroke with a 6R140 transmission than I would a Cummins with a 68RFE, and neither trucks rear axle is going to be very happy when overloaded as much as my boss does his truck lol
One of the best ways to get people to watch a TFL video -- just let us ride around with Andre and Mr. Truck again. Always great fun, always a great video. Thanks whole bunches.
You did great. I would have suggested you test your king pin connection prior to taking weight off of Jack's. I've seen connectio s that look good not be fully latched. The result is caved in bedsides. And to test the trailer clearance asking is good bit pulling forward at full lock is more useful. I didn't do that once and had to replace a window on my Ram.
It's always best to raise your jacks a few inches off the ground (and chock the trailer wheels) before trying to test your king pin's lock. That way you are less likely to damage your jacks or drop the trailer down on the bed of your truck during the test!
@@rpsmith or manually lock the trailer brakes and pull away and mr truck great education through the entire video love you explained that king pin vs ball connection to the truck
If you're planning on buying a trailer, it's always best to buy too much truck the first time. Having to trade it in to buy a bigger truck will cost you more in the long run. Great video with great information. Keep up the good work.
@@slscamg I tow a 30 foot travel trailer. I tow with a 2017 Chevy Express extended cargo van 2500 with the 6 litter V8. I wish it had the Duramax in it, but at the time I bought it and still today the only Duramax available for the van is the 2.8 4cylinder. If the engine goes and the rest of the van is still in good shape I may look at putting a 5.2 liter Isuzu diesel in it. It's what most of the Isuzu box trucks run in them, and it's supposed to be a good engine.
Excellent video as always. The Ram 2500 rear axle is rated for 6,040 lbs and the front axle is rated for 6,000 lbs. You are only about 100 lbs above what the truck axles can take, so going to a dually would be way overkill. The Ram 3500 Single Rear Wheel truck will get you up to a 7000 lb rated rear axle and a 11,800 lb GVWR for a crew short. And as a bonus ticking the box for the Ram 3500 will enable you to get the High Output 6.7L Cummins that bumps the rating up from 370hp / 850lb-ft to 420hp / 1075lb-ft. Yep, 1075 lb-ft of torque and no dually parking hassles. 😎
It’s the pin weight and passengers that causes you to go over. Add pin weight with people and cargo in your truck. Illegal weight is illegal. Any weigh station will write you a ticket the cops care about cgvwr and gvwr. Doesn’t matter what you think your axles are rated for.
You need a slider hitch when towing a 5th wheel with a short bed truck to avoid colliding the cab & trailer on tight turns. Exceeding the vehicle payload is the most common mistake made by people when matching an RV to a tow vehicle because most only look at tow capacity.
Always enjoy catching an episode of TFL. Have to say you all nearly hit the trifecta on this episode. We have a Huge Truck pulling a Huge RV, only missing a Huge Boat behind the RV. This would be the trifecta of debt and misery. Lol 🤣🤣🤣
You need a wing off of a sprint car and mount on roof of pick up to push that air up above the nose of that trailer and you fuel mileage will go up about 2-5 mph but some times it doesn’t make that much difference it’s just how it works sometimes .
I think the ram 2500s are held back by the coil suspension. The Frame and axels are rated for more. I bet if you added airbags to that truck it would feel very confident.
YEP... If you are going to tow anything, "Always use a 8FT BED!!" 1/2 TON ,3/4 TON OR 1 TON!! So why isn't there any CREW CAB 8FT BEDS IN 1/2 TON???????? That way we can fit the family in the truck and tow 2 side by sides with a gooseneck with a "HALF TON" 2 CAR HAULER FLATBED!! So we don't have to take 2 vehicles to carry the stuff or extra people!! I have a 6 person Quad, and need to put all 6 people in the truck!! I also need to carry a ton of stuff that take up the 8ft bed!! But I don't need to tow anything over 10,000lbs!! Mostly 5k to 7 k 95% of the time then 4% not towing, and 1% towing 10K (500MILES ONCE EVERY 3 YEARS) 1/2 TON would be great if they actually built a "REAL TRUCK" in a 1/2 ton!! Then I could drive it more when not towing, instead of having to cram myself into my Toyota Corolla to get 40MPG'S!! If I could get 30+ not towing in a Crew cab 8ft bed, then I could get rid of both my 1 ton and Corolla and only have to pay 1 insurance payment and one registration and so on... But they are too stupid to sell these trucks to the MILLIONS of people that want, and NEED these trucks!!! Oh, maybe next time weigh it "Before" you take it out?? LOL!! Just good to know that it can handle a little bit over... THANKS GUY's!!
I would like to say, when you’re pulling a brand new trailer like that, always start with the brake gain low and then you can always go up from there. Cause if you start at 9, you’re gonna lock up the trailer brakes and flat spot the tires.
I’d like to see you go back thru the scales with UTV/Jeep it the back of the trailer, just to see how muck load is taken off tongue weight and transferee to trailer axles. I’m sure it will still be overloaded or will it.
Mr. Truck and Andre always have fun which is great to see. In these heavy haul scenarios, I think it'd be interesting to see how the RAM with SRW compares against a RAM with DRW, just for those people that are on the fence about which way to go. Use the same trailer, same load, same truck, same engine, only variable being SRW/DRW. But maybe you guys have already done this. I've only been following the channel for less than a year. Glad I discovered it. Keep up the great work guys!
my truck is just like yours, blue color. We have a fifth wheel, and I would feel more comfortable if it was a 3500 or get a GM or Ford with a better payload. I am disappointed at myself.
Plain and simple, if you plan on pulling a 5th wheel, buy a 3500. The 2500 payload is just not enough for the weight of a toyhauler. Yes you can do it and yes it may work, right until you are in an accident and they determine you are over weight. Then they deny your claim.
Here a 3500 is not enough, you go over your GCM or GCVWR as you call it. Then you have to buy a Japanese Truck if you want to haul something that heavy
@@wallykos6784 I'm not sure I'd go far enough to say "crap" but they are definitely solidly in the truck bro column since they are more numerous than 1-ton SRWs and DRWs. But these days it seems 3/4 ton is where full-size pickups should *start* in terms of a machine that can payload a good amount while towing a lot. Part of the problem is that a truck can have a specific GCWR or GVWR but the max payload and max towing are out of whack so that it's really not truly possible as rated to tow the maximum rating. Unless the trailer is loaded so it bears a good amount of the 10-15% it shouldn't be.
Some comments: it is helpful to do a 'pull test' before you head down the road. If the kingpin is not 'locked' into the hitch and you pull forward the trailer will fall on the bed of the truck; a short bed truck typically has a 'slider hitch' installed so you can make turns up to about 90 degrees without blowing out the back window; it is always good idea to ensure the 'payload' of the truck is within the 'hitch/pin weight' of the gvwr of the rig.
The only thing overweight is the truck rear axle by 140 lbs. The trucks gvwr of 10k is just to keep it out of commercial regulations. A ram 2500 has an actual rating of 11,500 lbs
I love RAM, but out of the three major brands RAM has the lowest payload. You’re right Mr. Truck RAM needs to step it up. Especially how much they cost now! Love TFL. I bought my 2500 based on your Guanlet testing.
Payload was the reason I went for the 3500. Not a big price difference. Not sure why anyone would go for a 2500 if buying a diesel truck. I’m sure the 2500 can handle much more than what the sticker say. But if you end up in an accident with someone who start questioning your payload it will be expensive.
What formula does ram use to come up with that magical number for payload? GM 2500 diesel payload numbers are lots higher than ram and I don’t think they are built any stronger. Idk just asking.
Because 2500 don't want over 10k gvwr if you over it you have to do safety done every year. depends on your provience. 2500 front axle and rear axle is almost same with 3500. you can check the gawr.
Yes, as you said, once you put a 2,000lb+ toy in the back the front weight will drop and that 2500 would be alright. Still better with a longer bed though. Those short beds on the RAM's are just super short for 5th wheels.
I always get a kick out of the “payload”, “Payload, “PAYLOAD”, “PAYLOAD!” Comments. I have a ford ranger with a payload of 1,400 pounds. My previous truck was a ram 2500, mega cab short bed with a 1900 pound payload. You can’t honestly, truly, 100%, believe it could only hold 500 more pounds weight than my ranger safely.
@@jneihart2 oh so 1400 pounds on a ranger isn’t the same unit of measure as 1900 pounds on a ram? Come on dude. Anyone with half a brain knows that there’s a more than 500 pound loaded capability difference between those two trucks. Its time to stop propagating bullshit that 2500’s are overloaded if you go over their payload. The vast majority of them are payload limited because the registration requirements are different in most states when you exceed a weight rating. Minus weight of the truck gives you payload. The vast majority of these 2500’s payloads look gimped because of it. Your a twat if you think that a 2017 ram 2500 mega cab can only hold 500 more pounds than a 21 ranger.
On my 2014 Ram the 10K GVWR is just a number. If you total front and rear GAWR you’ll find the total is over 12K. I’m not sure why Ram does this, but these trucks are more capable than the GVWR.
Good to see Mr. Truck and Andrey together again!! I like the way you two play off of each other is great. If Mr. Truck say that the way to do it,,, I would listen. He has decades of experience and as far as I have seen, is essentially always correct. I like how direct and professional he is when necessary and has fun with life any other time!!! Hahaha. Even when I hook up my gooseneck flatbed trailer, I had the wheels blocked and hooked up the brakes just like they did here so you can set the brakes and apply them when you hook up with the 5th wheels. I had a 5th wheel flat bed, 5th wheel RV and the wheel car hauler. All great stuff. I only have the 5th wheel car hauler now. The flatbed I have is bumper pull as I never haul the really heavy loads any more, but do haul the occasional pickup or car in pieces as my next project. My last heavy load was a couple of bundles of 8 foot posts for a barbwire fence I am putting around my acreage at 4.99 acres. It’s interesting how your needs and preferences change over the years for, owning a rather large ranch to being retired with a couple of acreages,,,,, hahaha.
@@MrTruckTV mine is flat and covered in Alder trees with a nice 1.75 acre pond. No fun to 4x4 on!!! Hahaha. Trophy fishing is only 3 miles away though!! When I REALLY had a ranch before retiring,,,, that was 8800 acres in the foothills, 1500 head of free range cows, and a 25,000 head feedlot!! Even doing the work with the range cattle was 4x4 ing!! Very real and very practical. A lot of what you guys do is also very real and practical! It’s why I watch diligently. Thanks fellas.
The GVWR is a registration weight number not a design limitation. You have a 6500 lb rear axle rating. You are still under the ratings that actually matter
That's essentially true. But if you are over GVWR and get stopped by a statey with mobile scales you're getting a ticket. They've been picking up enforcement of that in some states.
Anything to give truck “techys” something to talk about on the internet. Most ranchers around me use 3/4 ton trucks to move all their hay/wood/equipment. No one has an issue or frankly the time to think about “weight ratings”.
@@riccochet704 I'm not talking about commercial. Recreational vehicles are exempt from all sorts of commercial trucking laws. Even the DOT weight checks for commercial vehicles are based on axle and tire ratings. GVWR numbers only matter for commercial drivers to determine which license they may need.
@@tnargdonald wrong. Suspension and tire rating is included in GAWR. SRW and DRW 1 ton trucks have the same axle, but the GAWR of the rear axle goes up alot for DRW due to extra capacity of the tires and the suspension
I would suggest always chocking the wheels when coupling or uncoupling a 5th wheel RV. Rear axle weight rating is typically the limiting factor for SRW trucks and toy hauler 5th wheels. Then figure more people, water, tools, clothes- all adds up. My choice would be a dually for that (very nice) trailer. Just more relaxing to drive once you get into narrow, uneven mountain roads.
This is why Diesel on a 3/4 ton sucks.. no payload. Just go 3500 SRW and get 4000 or more payload.. Mr Truck represents everything great about TFL before they did too many videos/ channels
That feeling when my 3rd gen 3500 squat like crazy with an excavator loaded gooseneck and i had to upgrade to a 4th gen 4500. The 2500 trucks seem like work pickups at this point not meant for any towing, arent most double axle bumper pull campers still like 10-15k weight?
Yeah a lot of people don't realize that the Ram 2500 with Cummins has a miserable payload rating. In most cases it's in the 1,900 to 2,100 lb. range. There are F-150s with more payload than that. So, since payload determines how much you can actually tow legally, there are a TON of guys all over the country overloading Rams every day.
To me it seemed like the 2500 can handle the weight easily. Ram probably sets the payload where it is on the 2500 so they can sell more 3500’s in the end it’s usually always about money.
Put a load in the back and I bet it solves your payload issue. One disadvantage to a toy hauler. It's not designed to run empty. What is your combined GVWR? Do you need a CDL for that setup?
Fwiw. That's all part of a legal loophole. 2500 is designed to give you the most towing capability without needing a class a when using it for commerical.
@@davidflower295 From everything I have read, if you get into an accident while over your rated numbers then you could be held liable. In Tennessee having a 3/4 vs full ton is no different.
@@nerdyeevideos1879 When it comes down to attorneys in a personal lawsuit, anything is on the table. In terms of the eyes of the law, GVWR is for licensing and registration. GAWR, tire ratings and hitch ratings is where overloaded factors come into play. What I mean by licensing is your driver's license limits. Having a 3500 with a 14k GVWR and a flat bed trailer that's empty(or loaded) with a GVWR beyond 12k will get you into just as much legal trouble in the event of a collision. In the event of a collision that causes a fatality, that can be a misdemeanor death by vehicle. Being in a 2500 over the payload and GVWR, but within your driver's license restrictions, GAWR and tire rating gives you a bit more gray area wiggle room than being over the your license restrictions.
I ended up getting a 350 tremor even though as i understand it it is literally the same as a 250. Did it strictly for liability when we get a 5th wheel some day
Yup, all these 3/4 ton pickups running around pulling 5th wheels are probably overloaded! I have a 3500 8ft bed SRW and you still have to be careful. Tire ratings are the weakest link.
My 2021 F-350 XL diesel dually CrewCab 4x4, 8 foot bed weighs 8700 with driver & passenger along with half tank of fuel on a CAT scale... With Solitude 5th wheel we hit 24k combined total loaded weight. I would use a dually on that ATC 5th wheel
I have an 06 lbz duramax as a work truck, completely stock 335 horsepower and I have towed a 27500 pound Traktor trough a mountain many times that has a 3200 foot elevation difference from one side to the other and never had any problems with it. I now also have a 2014 LML duramax full delete and a tow tune gets the job done a bit faster cuz it has 100+ horsepower
Mixed review for me seeing the results you came up with. When hooking up a fifth wheel on any vehicle you always want the truck to lift the trailer so the kingpin can seat correctly. But one thing for that you should not do that you at the 12:37 - 12:54 mark is walk under the trailer while it was moving to show the jackknife angle Very unsafe move right there of being under the trailer, between the rear of truck & front of trailer
Love content like this but parts of this were painfull to watch. You do NOT need a dually for that trailer, just a 3500. And ALL manufacturers 2500/250's are payload limited, not just Ram. You do NOT need an 8' bed...at all. Tailgate should stay on (just referring to the thought of removing it). Also, if you test your trailer brakes with the trailer brake lever prior to hitting the road, you can be assured they are functioning well, and are at the proper setting. Before I upgraded my 5th wheel to disc brakes and 8k axles I always used the manual lever to test the drum brakes and get them 'seated' (for lack of a better word).
With something this big, going 3500 would be no question. But I'm also curious if their payload problems would've been reduced by actually adding something like a SXS in the trailer.
When hooking up, we always have the 5W's hitch plate a touch lower than our slider hitch's deck so that it basically guarantees the pin with be at the right height from the kingpin lock/release lever. If the release lever gets wrecked then you'll have serious issues getting the trailer back off let alone reattaching later. If it get's destroyed, you almost have to by a new hitch head. BTW, we have the 6.75' bed on our Ford F-350 and there's no way the extra length prevents our 5W's cap from being able to hit the cab. And our 5W has a curved cap unlike this ATC. A slider hitch is really the only way to go with short beds. People like long beds so they don't have to worry about this, but the advantage to short beds is, even though they need a specialized 5W hitch, they usually have 200-300 more lbs of payload than the long beds.
What we didn't know is if the trailer brakes were burnished in for the brake pad to match all around the drum. Usually on new trailers I up the gain for more power which helps brake in the trailer brakes. But you're right you don't want too much gain to not smoke the trailer tires
I'm a trucker by trade I luv the Teflon plates keeps the mess down but you still have to grease the king pin & the fifthwheel jaws.😊 Bumping the king pin the fifthwheel should lift the trailer legs off the ground by at least 1/4 inch. Plus the fifthwheel should make full contact when hooking up. Plus tug test is a must to make sure it's locked in.
Trailer GVWR is what it is… A correctly loaded 5th wheel trailer should have 20% hitch weight. Truck GVWR is what it is… your payload is people plus cargo, and in the event of 5th wheel trailers, hitch weight counts. GCVWR is the limit for your truck plus trailer, people, cargo… everything. They all matter… but only once you get in an accident and DOT wants to point a finger at you.
23:36 the GVWR on the Truck and the GVWR on the trailer are set for that specific vehicle. If the Trucks GVWR is around 10k. That would make tye GCWR... GROSS COMBINED WEIGHT RATING is what you need to be under. The GCWR for the truck is set by the what engine and transmission can handle.
11,080 at the scale and 8300 empty with a driver. That is 2780 difference. Makes sense for a 5th wheel like that. 20% tongue weight would be 3360 for the GVWR for that trailer. That sounds like a 1 ton truck for sure. I found it very interesting with the trailer swing with that long pin box. That would have been a bad smash.
I have a 2021 Chevy 2500 HD crew cab with standard bed. Bed is 6'-10". Rear axle is rated at 6600 lbs, tow haul wt is 23,000 lbs, and load rated at 3400 lbs on the goose ball. I believe my truck would haul it legally. I have a 5th wheel Avalanche that is 42 ft long and haul it easy.
The frustrating thing is the 1ton has only rear springs that are different. Same brakes, same frame, same drivetrain, same tires. 2500 has softer springs in the back. I have seen guys pull with the 2500 and just put air bags in and level the truck and they pull all the time.
That Mopar 5th wheel hitch is made by Curt. The head you are using (Curt A20) is compatible with the Rotaflex pinbox. If anyone out there is using a Curt Q20 or Q30 with the Rotaflex, STOP using it. The Q series heads are NOT compatible with the Rotaflex.
I know this comment will get either deleted or stuffed to the bottom, but this has to be said I can't put into words how insane i became watching these buffoons scramble with this trailer. They were given literally the best toy hauler money can buy, and they didn't know how to use a lube plate 😑. Or even how to hitch up: "Lets connect the trailer brakes so you can activate those as you back up" Or just chock the wheels like a non idiot. They had zero knowledge or appreciation for the incredible materials, craftsmanship and capability of an ATC. "Its got two axles and hauls a lot of toys". What an absolute waste of a review. This is why i watch truck king instead
Always do a tug test using the trailer brakes before moving off and recheck the pin lock. Also recheck after parking for any length of time, there are idiots out there who love to pull the pin lock!! I use a padlock on mine.
At 20:30 you are measuring inside the trailer. I have a MINI Countryman. Are you saying that if I owned this trailer, I could tow the Countryman inside and then when the family wants to setup camp we could pull the countryman out and sleep inside the trailer? I was a bit disappointed by the interior as there are many other trailers that seem much more hospitable and pleasantly designed for family, but if this allows you to tow a small car or mid range SUV inside then that might be worth it.
Ya most, but you'd be surprised how many people are driving 2500s while towing loads that cannot help but be too heavy (judging by sight). Hell I've seen guys with DRVs or LUXEs using a loaded-to-the-hilt 3500 SRW. There are some very irresponsible/ignorant RV owners out there.
Just FYI... the reason Ram stays at 10k, or I prefer 9,900, on the GVWR is because of business use. If the tag says 12,100 like a 1 ton and the trailer has 2x 7000lb axles like many standard equipment or utility trailers... it requires a CDL to drive it. If the tag says 10k you are fine. If you pull that 16k trailer with a 1 ton and travel for business use... you need a CDL... with that 2500 you don't. It's all very stupid... but that's the way it is. Buy a truck with a low number on the tag and upgrade suspension to give you the actual capability of a 1 ton, without the regulations.
Thats the kid of rig I see speeding down east bound 15 to get out to Dumont Dunes in the Mojave desert going 78MPH.....YEP...WE'RE GOOD! Fun Fact that truck & trailer probably cost more than my house! BIG NOPE for me....Getting ready for hard times myself.
OEM rate their trucks payload based on 10k limit. The trucks can actually haul more then 10k. Here is the reason for low payloads on 3/4 ton trucks. "The 10,000 GVWR option is there primarily to reduce the tax & registration burden to a purchaser who rarely uses the truck to its fullest rated capacity. It's the current follow-on to the "HD" designation given to a lot of F-250's back in the '90's where the truck had "one-ton" rated springs and suspension yet was officially rated as a 3/4-ton."
Bad design on the front of that trailer. I pull a 41’6” salem hemisphere with my pickup. Before that was a cyclone toy hauler. Most big 5th wheels have a narrower nose just for clearance. My pickup is identical to Andres, even the same color, just a 2018. Same bed, i use a B&W companion hitch. 🤣 $131k for that trailer. Wow. Definitely not worth it.
Does RAM artificially set the GVWR based on registration/DOT requirements or based on the vehicles capabilities? So could RAM raise the GVWR for the next model year, which would raise the payload? I think the Mr. Truck dude was alluding to that, no?
This is exactly why I bought a Ram 3500 instead of a 2500. The price difference was $1000 and you get a lot more payload. If I ever move up to a 5th wheel toy hauler I won’t need to play “musical trucks”, too. PS. That Agfinity scale is about 3 miles from my house. Lol
camper $130,000 +truck $70,000=$200,000 + RZR or can am $35,000 extras like solar$10,000=$245,000 then you can go explore this great nation. wait diesel $5.00 to $6.00 at any national park Gen fuel RZR fuel hope you have alot in retirement funds
The math at 25:00 is wrong. You had just over 11k lbs on the truck axles with the trailer attached. 11000-8300 = 2700 not 1700. 1700lbs is actually the remaining amount of payload available without exceeding the gvwr of the truck.
That's 5X what we paid for our first house! JEEZ You want a dully pulling all that weight. If you were to have a flat on your truck, you'd be in for quite a ride. Remember, just because you CAN do something, doesn't mean you should.
Bottom line is 3/4t trucks are farm trucks. Great for heavy flatbed conventional trailers and great for heavy gooseneck *farm* trailers that still put 10-12% down on the pin. But 5ers easily go 20-25% at the pin and 3/4t is the wrong truck.
I loaded my 68 Ford 350, 300/4spd, with 3000 pounds of concrete and pulled the skid loader (approx 10k) which was grossly over loaded. These guys talking about their big new diesels and pussy hauling....
Any vehicle is designed to accept a safe load above is net weight, weather it can carry any load is the choice of the user, the capability of the braking is usually what is misunderstood, I have knowingly overloaded dump trucks, trailers, and anything that could carry a load, will the tires hold up, springs blow, axle fail, or frame brake???? Or will you keep it under control when that sudden stop or reducing speed is required???, I’ve gone 50 percent above GVW ratings to save a trip…yes it can be done, no I do not advocate that…engines will do the job regardless, transmissions aswell…it’s how you treat the load you are moving!
Groan. I don't even need to watch the whole video. 2500 Cummins does not have enough payload for a heavy fifth wheel. I believe you're also over the rear axle GAWR for the 2500 diesel. BTW, You should attach the breakaway to the truck, not the hitch.
As usual you give bad advice . I would not tow that trailer with 2500 and the perfect truck for this job is a 3500 dullay 4 door and a standard bed 8’ 4x4 you must not have much experience with long dullay’s they just ride so good when you get the longest truck they make with dulls they Handel like a sports car so spend some time in a dullay you will love it and they are so much safer !
If you're going to tow a fifth wheel with a 3/4 ton, you should get a gas engine. It saves a lot of curb weight which allows for a significant amount more payload.
Really... You guys just put more dangerous people on the road.. There are multiple position 5th wheel hitches for short bed truck's. You adjust the hitch height to a manufacturing spec. of a certain % or degree for tandem ( or more ) axles. What about the Gain and proper breaking settings?? Get off the road before you Kill some people.!!!
New trucks are still pretty stout for 3/4 ton. My 2006 Dually Megacab only has a GVWR of 10500lbs with 15500lbs towed. I guess they did that to keep the combined under 26000lbs to not require a CDL. It doesn't seem to just be coincidental.
Don’t forget that the hitch alone probably weighs about 300#, which comes directly off your available payload. I have a short bed 2500. We use a slider hitch to allow full turns without worrying about the trailer hitting the cab.
big deal,,, we routinely overloaded our fords 3k -8k when haulting steel,,, the tickets were not cool, but fords never had a problem we had diesels and v10's,,, goosenecks and you did not even notice a difference maybe on the brake controller but I found the 5.9 diesels weak and dodge trannies on their v10's pathetic,, the new dodge 6.7 looked interesting (the 6.4 ford diesel a boatanchor)
You know it's America when dude with a cowboy hat refers to a 16,000 lbs (8 freakin' metric tons for normal people) as "a small trailer". Most other civilized places in the world, you just about need a proper truck license to drive anything close to that weight!
I wish the Ram short bed was 6.6 like GM I had. I have a Crew 6.4 now and it is just a little short. Need a slider to do that job and let’s be real legally that truck isn’t enough but actually it can do it fine and the difference from 2500 to 3500 is largely the rating you are paying for. Ram does have the different rear end setup but I don’t think an F250 is much different than an F350 except the rating you pay for in reality.
The ball is not attached like a fifth wheel . If the trailer was to flip over the truck will go over with the trailer . With a goose neck ball the trailer would come off . Look at the semi truck that flips on it side the tralier will follow . Goose neck and bumper pull they will come apart . I have seen this . Look at ram hits slow moving semi the goose neck ball broke and the goose neck trailer hit the back of the truck . Fifthwheel hitch way stronger. Denis from santa rosa ca .
couple places your weights were wrong. Tongue weight of the empty trailer is not 1700lbs its 2780lbs if the truck weighs 8300 and the total of the truck hooked to the trailer is 11080 thats 2780lbs of tongue weight.
Really guys you are supposed to be giving Good Advice...I am a CDL Driver hauling a PJ 40ft (Electric/Hydraulic Brakes) Gooseneck with a Peterbuilt Customized Sleeper and 110 gal Diesel Aux Tank in the bed...Hello get a Dually Ram with Factory rear air leveling. You guys are doing a Dis-Service to your Viewers using Sub Standard Equipment 👎. All I can do is shake my head... Also anyone buying a Trailer like this with Electric Brakes is begging for trouble 👎 I would not touch a Trailer without having (Electric- Over- Hydraulic Brakes)👍👍👍
A Gooseneck is NOT stronger than a 5th. Why do people tow 25k on a goose but semis do 300k on a 5th? It is about the connection point to hitch, tow a goose and jam the brakes, closer to truck axle means more stable, now, jam brakes on an “RV 5th” and see your ass drop to bolsters and get wet underwear. If that 5th was only six inches above plates, and 8 inches above axles, you would tow like me for last 3.5 million miles with a semi. I personally will not tow a 5th wheel trailer, I want a goose that is closer to my axle for stability.
