Newbie looking to buy a TT

[madrock]

Hey guys,

Up to this point, I have been hauling my RZR and ATV with a 20 foot flatbed trailer. I am now in the market for a travel trailer, and I could use some help in determining what weight I should stay under. I have a 2012 1500 4x4 with the 3.92 gears. I am trying to understand GVWR, GCWR, and max trailer. According to the spec sheet, the max trailer is at 9,900. Does that mean I can tow any TT that has a GVWR under 9,900? I don't plan on getting anything too big but understand features like bunks, slide outs, tank size, and etc. can impact the weight.

Thank you.

 

[Ohio5pt7]

I have a 18 forest river wild wood x-lite 263bhxl. Comes in a 5807 dry closer to 7-7500 loaded personal preference I wouldn't want to tow anything any bigger a TT tows altogether different than a normal trailer its like a giant sail. Just my .02 cents .

Tow vehicle is a 18 1500 CC 4x4 5.7 plenty to pull it but controlling in the wind and stopping quickly are a challenge

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[NorZeman]

Madrock, just for clarification, are you looking for a travel trailer (camper only) or a toy hauler (camper that carries your toys)?

 

[madrock]

Madrock, just for clarification, are you looking for a travel trailer (camper only) or a toy hauler (camper that carries your toys)?

Just as a TT and not a toy hauler.

 

[OC455]

According to the spec sheet, the max trailer is at 9,900. Does that mean I can tow any TT that has a GVWR under 9,900?

You should be looking at a trailer/toy hauler that should be below that considerably. That 9900lbs max is with you trailer loaded up with your RZR and ATV and your gear. The other number you should be concerned with is the payload, which you should find on your door jamb.

Your hitch weight goes against your payload.

Finding a toy hauler/camper you should be looking for something with a dry weight from 5000-6000lbs.

That way you have some room for your load out.

 

[OC455]

Just as a TT and not a toy hauler.

Just saw that, my bad Sir. Travel trailer you want to find something still in the 5-6k dry weight range with a max gross weight less than your trucks rating. Gives you more wiggle room for load out and in case you get too heavy.

 

[csuder99]

... According to the spec sheet, the max trailer is at 9,900. Does that mean I can tow any TT that has a GVWR under 9,900? ...

Basically yes *but*, and that's a big but, that would require the tow vehicle to be pretty much empty. Take the gross combined weight rating (GCWR) and subtract the trailer gross weight and you'll likely find the remaining weight capacity is barely above the curb weight of the truck. GCWR is the overall limiting factor, you can have a lighter trailer and more weight in the truck or vice versa.

 

[madrock]

Thanks, guys. I was planning to keep it at or below 6k, so it looks like I was on the right track.

 

[NorZeman]

Thanks, guys. I was planning to keep it at or below 6k, so it looks like I was on the right track.

6k Dry is what I told my wife was max I was willing to go (we ended up getting 6300-lbs dry Jayco Jay Flight. Weighs in 7k to 7200 depending on wet load out.

As others have said, truck has enough motor for that load (as long as it's not mountains constantly). More than that and braking and handling wind becomes the issue.

Make sure you get a good sway control WDH with your new camper! Makes a huge difference, IMO.

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[Bldrinker]

Here is my old truck 2013 15004x4 3:55’s

My new truck 2018 2500 6.4 4x4 4:10’s

Hill climbing you can’t tell the difference between the 2

Wind and stopping 2500 hands down.
Trailer is 32’ 6500lbs empty

 

[dhay13]

My son has a 2018 Grand Design Imagine 2670MK that lists dry weight at about 6600lbs or so. I towed it 200 miles down then 200 miles back a couple months later with my old 2013 1500 5.7 6 spd 3.55s with no problem. It did run around 4000 RPM trying to maintain the 70 MPH speed limit coming out of West Virginia on the highway. I wouldn't want to do that every weekend with that truck but that was sort of extreme with the hilly terrain. Get yourself a good WDH and anti-swy bar for it.

 

[Rammer2109]

We have a 2019 30QBS avenger, 34 foot with a dry weight of 7100 lbs. I haul it pretty easy with my 2017 ram 1500 sxt, with the 3.92. Max load is rated at 10,200lbs. I have a WDH plus dual cam sway control. We plan to haul this across canada departing from Nova Scotia, loaded to 8500 lbs. Guves me 1700 lbs free. We will be taking 2 vehicles to keep my payload below max. Quite a few hills on the way, but we are in no rush so plenty of time to take it easier when needed.

 

[Toddbigboytruck]

2018 Laramie 5.7 321:1

 

[VernDiesel]

Madrock good thing you have the 3.92s as the 6 speed sucks by comparison to the 8 speed. I’m guessing this is mostly why Bldrinker said his 5.7 3.55 pulls hills as well as the 6.4 4.10.

Typically most people add about 1,000 pounds going from dry to wet with batteries, propane, water & supplies. I’d set a hard practical limit of 7k dry. The main reason behind even when properly set up by CAT scale results you are bumping the axle & receiver limits and more. If you keep the dry to 6k it will be more tolerant of poor setup (most people) and easier to contend with your transmission if you travel in a mountainous region.

Don’t go Harbor Freight etc generic WDH. You want one with built in sway control not an old design that needs an add on friction sway bar. I transport TTs commercially with my 1500 ED and have had great success with the Andersen. Of the more traditional styles I like the Husky Centerline TS. You might check out Andersen’s site and etrailer.com

For the most safe stable setup use a CAT scale and adjust your WDH & loading to replace your unloaded steer weight and get your tongue weight in range. Personally I adjust toward 12.0 percent. With just these two main things both your truck and your TT will be stable and feel more like one unit. IE no swaying at 65 mph or being pushed into a wiggle by passing semis.

As to payload you could be 3 percent (400 pounds) over or under your 6,900 pound GVWR and never feel it as long as the main things, you’re axles & tongue weights are in spec. All specs are important just saying.

 

[dhay13]

My son got the Husky CL WDH. Works nice

 

[Bldrinker]

Madrock good thing you have the 3.92s as the 6 speed sucks by comparison to the 8 speed. I’m guessing this is mostly why Bldrinker said his 5.7 3.55 pulls hills as well as the 6.4 4.10.

Typically most people add about 1,000 pounds going from dry to wet with batteries, propane, water & supplies. I’d set a hard practical limit of 7k dry. The main reason behind even when properly set up by CAT scale results you are bumping the axle & receiver limits and more. If you keep the dry to 6k it will be more tolerant of poor setup (most people) and easier to contend with your transmission if you travel in a mountainous region.

Don’t go Harbor Freight etc generic WDH. You want one with built in sway control not an old design that needs an add on friction sway bar. I transport TTs commercially with my 1500 ED and have had great success with the Andersen. Of the more traditional styles I like the Husky Centerline TS. You might check out Andersen’s site and etrailer.com

For the most safe stable setup use a CAT scale and adjust your WDH & loading to replace your unloaded steer weight and get your tongue weight in range. Personally I adjust toward 12.0 percent. With just these two main things both your truck and your TT will be stable and feel more like one unit. IE no swaying at 65 mph or being pushed into a wiggle by passing semis.

As to payload you could be 3 percent (400 pounds) over or under your 6,900 pound GVWR and never feel it as long as the main things, you’re axles & tongue weights are in spec. All specs are important just saying.

The 6 speeds trucks are more than capable. I never wished my 1/2ton had 3.92. I never lacked power.

The comparison to my 3/4ton is interesting.
Both trucks towed the same trailer easily.
I would like to see how my 3/4 6.4 responds to more weight.

 

[VernDiesel]

I didn’t say the 6 speed wasn’t capable only that it sucks by comparison to the 8 speed. (For towing heavy) In part due to much better gear stepping to utilize the power at any given time /speed.

There is an interesting YouTube video where they hooked a chain to a 2500 6.4 6 speed to a 1500 ED 8 speed. Similar torque 429 vs 420. But more weight would make me assume the 2500 would drag the 1500. I was wrong the 1500 pulled the 2500. The lower first gear provided the gearing power advantage and the softer better traction tires covered the traction of the harder tires despite more weight being on them.

Guys on other TT & Cummins forums that tow heavy with the 6.4 6 speed complain about the I think it’s 2nd & 3rd gear change.

 

[Bldrinker]

I didn’t say the 6 speed wasn’t capable only that it sucks by comparison to the 8 speed. (For towing heavy) In part due to much better gear stepping to utilize the power at any given time /speed.

There is an interesting YouTube video where they hooked a chain to a 2500 6.4 6 speed to a 1500 ED 8 speed. Similar torque 429 vs 420. But more weight would make me assume the 2500 would drag the 1500. I was wrong the 1500 pulled the 2500. The lower first gear provided the gearing power advantage and the softer better traction tires covered the traction of the harder tires despite more weight being on them.

Guys on other TT & Cummins forums that tow heavy with the 6.4 6 speed complain about the I think it’s 2nd & 3rd gear change.

The stock tires are a joke on the 2500.
2wd would not get me out of this tiny incline. Didn’t even try to move just dug a hole.
Had to put it in 4wd lol.

 

[Gr8bawana]

The stock tires are a joke on the 2500.
2wd would not get me out of this tiny incline. Didn’t even try to move just dug a hole.
Had to put it in 4wd lol.

I have those same tire on my truck as well. I drove it into my side yard which has several inches of gravel on it. The truck has an open diff and it would not even move, just spun one tire.
Some decent A/Ts and a rear locker are in the works.

 

[Bldrinker]

I have those same tire on my truck as well. I drove it into my side yard which has several inches of gravel on it. The truck has an open diff and it would not even move, just spun one tire.
Some decent A/Ts and a rear locker are in the works.

I know that feeling I have the limited slip. Both tires just dug in

Falkens AT3 are in the future