Quote:
Originally Posted by aardvarcus
You have too many variables right now to optimize to a solution. You are spot on about the legality and making sure the weight ratings and numbers are correct for what you are doing. People who don't wear the scars of something gone awry often don't understand. Things are different now than they were when I grew up.
For context I presently have:
2001 Chevy 2500HD 8.1L Allison 4x4 ECSB (heavy towing/hauling)
9200 GVWR; 22,000 GCVWR; 15K+ Tow Rating
1994 GMC K2500 Suburban 6.5L Diesel NV4500 4x4 (project)
8600 GVWR; 7500 Tow Rating
1999 4Runner V6 5spd 4x4
5000 Tow Rating
I am very happy with all of them, they each perform their functions well. I have "offroaded" all of them to some extent, nature of being out in the sticks needing to get things done.
If you really want 1600lbs+ payload you are looking at 3/4 or 1 ton. Good job for realizing you cant tow the max rating with tons of payload, that is lost on most people. You don't need the weight distributing hitch when towing with an appropriately sized vehicle.
Don't put too much stock in the crash test ratings for very large vehicles, as they discount mass by crashing into immovable objects. For the vast majority of situations mass is a big factor. All rear crash test data is performed without a tow hitch, adding a tow hitch (rigid frame connection) 100% renders all that data useless. (get a Superbumper)
If you are looking to do hardcore technical trails you should consider doing a tow pig pulling a toyhauler. Forest service roads and easy to moderate trails can be tackled by a full size.
GMT400 2500 stuff is not compatible with GMT400 1500 stuff. GM did produce a GMT400 2500LD (light duty) which means they took a half ton and called it a 3/4 ton. (I owned one.) Nothing special about it besides 7200 GVWR. Real GMT400 3/4 tons had 8600 GVWR. Had a 14 bolt semi float axle, but so did many of the half tons. IFS is exactly the same as half ton, not interchangeable with real 3/4 ton IFS.
In the Chevy/GMC world, GMT400 is at the bottom of it's depreciation curve. GMT800 is barely ahead of it. Parts are cheap. I find the NV4500 equipped trucks enjoyable to drive.
Whats the approximate budget? Newer trucks are having increased payload to meet the SAE towing requirements, older trucks not so much.
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Your first paragraph is wrong, friend. Dead wrong. You AREN'T informed of what is legal and what isn’t, and you aren’t alone. Solace is that it’s common as mis-conception.
Had you or friend/family with commercial experience in using pickups you’d know that ONLY axle/tire/wheel ratings must be observed.
Here’s an example: I did a stint in oilfield hotshot. The truck was “rated” 20,000-lbs Gross COMBINED Vehicle Weight. That’s truck and trailer.
I rarely pulled a loaded trailer that itself was under 20k. Usually got above 32k combined (a CDL is required for 26k plus).
Think our commercial VERY HIGH LIABILITY insurance was concerned? Ha?
Neither was the new vehicle dealer. Warranty was warranty.
The OP figures out what travel trailer fits his budget and plans, finding a tow vehicle is unimportant, relatively.
The specification is for family duty while solo. Where 75-80% of miles will be run. That the needs of trailer towing are also forecast may not change anything. Or may, somewhat.
The desired end result is the lowest risk combination for travel. AND lowest risk family vehicle. A pickup is neither. A pickup is for the working man who CANNOT carry goods, tools, equipment in a passenger compartment (as a van is a superior choice otherwise) as it’s a high COG, rollover-prone vehicle (worst with straight axles & 4WD)
The “bigger is better” crowd never answers when I ask if they think my 21,500-lb Peterbilt would be a more stable tow vehicle.
Here are the parameters:
1). Stability and crashworthiness isn’t increased above 4,000-lbs.
2). Wheelbase is a detriment to Steering/Handling/Braking once above 122”.
3). Tire contact patch & sidewall height has a limit versus vehicle spec.
There’s physics, and there’s magic. The above was worked out by 1962 for high speed American sedans. (California take a bow). Dodge even changed its wheelbase to accommodate fleet sales to agencies as a result.
What matters is Steering, Handling & Braking.
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