Finally getting caught up after two months computer problems. I already answered some in my initial followup post but i'll try to reclarify a bit plus my plans have clarified a little more anyway.
Quote:
Originally Posted by slowmover
Defining the trailer is far more important than defining the tow vehicle. It truly is the cart before the horse.
The ratio of towing miles to solo miles is more important yet. It dictates what is feasible and what isn't..
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I have other vehicles figured out for towing up to 3500lbs with a 4x8 trailer to replace the need for a pickup bed, so this would tow anywhere from 3600-10,000lbs for it's normal use. The split i'm deciding on, but it could spend nearly all it's time towing, say 90% of miles with a trailer, just not with full load - most loads would be one way, with an empty low slung trailer riding the way back. Occasional use without any load is possible but unlikely to exceed 10% - even if I drive it on the weekend it wont be for alot of miles. Total yearly miles i'd guesstimate 7000 just to start with for a rule of thumb, probably not under 5000, probably not over 10,000 though.
Road conditions would include light hills but not mountains - the ability to eventually, at some point, go through the rockies with a full 10k load is needed. It would not be regular at all. (10% of the loads at worst, probably 5% but it will eventually happen so a safety reserve needed)
Aero load I cannot predict 100%... but i'm hoping to have a special trailer for it probably 16ft long, 6-6.5ft wide max, and I would try to aero-couple it to the tow vehicle body as much as possible - a 55mph tow speed is expected and rarely needing to exceed, the majority of loads (65% or more maybe 80%) would be as low as the vehicle/under 60 inches. Ie the trailer would be used for hauling fairly low and dense stuff (construction wood, scrap metal, 2 cords firewood at a time), occasional loads a combination of less dense stuff (4x8 styrofoam sheet stacked up 10ft since it's light), a 3 ton utility tractor or skid steer (which might have some kind of custom aero-cap put on it to be used during towing if it's done regularily - ie a collapsable boattail behind its cab), other project vehicles usually just cars but possibly a few loads as tall as an additional pickup on top of the low riding trailer like a parts truck, etc. Though picking up a couple of travel trailers IS possible at some point in it's life for one way trips.
One question is does it make more sense to start with the really slick 0.31 Chevy Caprice and either boattail that (though it almost has one already) or connect the aero of the caprice to the front of the trailer, or stick with the pickup cab and boattail that instead/connect that tailend to the trailer front - even though aerohead points out comparable coefficient of drag is probably obtainable, the frontal area remains alot more for a pickup, so i'm still open to consideration there. One thing I DO like about the idea of using the Caprice is that I still have six passenger capacity since I don't care about the pickup bed anymore, though that's not the sole reason.
Quote:
Originally Posted by slowmover
By 10k travel trailer you dont mean 10,000lbs behind a Charger..??
Yes, I am. But it depends on decent aerodynamics.
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I have page upon page of angry posts saying i'm endangering others to even consider, ridicule, and panning that idea due to lawsuit risks if something ever goes wrong for being radically beyond it's designed tow weight. I couldn't find one single person in support of it on any towing related, Caprice related, or diesel related board - even people with stouter HD chassis half tons say that's almost too much for them to safely stop or handle, let alone normal 1/2 tons which are still stouter than any Charger or Caprice. :-/ Most don't even think the 7k rating of the Fleetwood is safe and that's from guys moving these weights all the time. So i'm pretty set on just using a 3/4 ton chassis, if not pickup cab for the underpinnings for safety.
Plus slickest aero is no longer a guarantee for all loads, just many.
Quote:
Originally Posted by aardvarcus
As to putting 10k in the back, technically you would put the vehicle over the GVWR and the GAWR listed on the vehicle.
One last thing to keep in mind is also not just what is legal, but what looks legal. I would feel more comfortable pulling a loaded 10k trailer with a vehicle that looks like it can handle it, than one that doesn’t look like it can.
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The 10k will be in the trailer, not on the rear axle, not sure where that came from. Even if it doesn't "look" like it can handle it, as long as it's legal for pulling i'm fine.
FWIW i've already talked to quite a few people hauling 10k through the Rockies and everything with 6.5's and even with 6.2's with the mildest of improvements - as long as you don't need to go super fast it will get it moving, the problem everyone tells me is stopping and vehicle dynamics under the load. It wont make modern guys wanting 75mph uphill happy. I consider both that, and a 3/4 ton chassis to be doable. (though it could just as well end up a Ford or Cummins too, I just mean the rest of the discussion is still open to being GM, Ford or Dodge chassis, GM Ford or Cummins engines, etc. though still favoring 6.2/6.5 GM or 6.0/7.3 IDI Ford for engines)
Not so sure on the van idea.. :-/ Not looking to completely chop, channel, and resection a body... one reason i'd considered a car body swap is that from the one other person I heard who did it, it wasn't even all that hard.