matt604
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"1/2 ton" TVs come with payloads anywhere from 1000 lbs to 2500 lbs. You really need to see the info on the door label of the exact truck that you are purchasing, before deciding on how much trailer you can tow.

Rob

Last time I weighted my 2800BH with everything we take camping and about 20 gallons on water my tongue weight was 1110. I did change the 20 lbs propane tanks to 30 lbs. Also, i have my lithium batteries in the passthrough storage.

I don't have one of those models, so forgive me for jumping in, but the approach that I use is to calculate 15% of the Gross Vehicle Weight Rating of the trailer. The reason I do this is because the GVWR is the maximum the trailer should ever weigh, and 15% of that number is the maximum you should carry on your TV. So, if I can handle 15% of the GVWR, I'm good to go. As an example, my trailer GVWR is 8995 lbs which I round up to 9000. 15% of that is 1350 lbs. My cargo carrying capacity of my truck is 1950 lbs. That only leaves me 600 lbs for stuff in the truck including me and my wife. Fortunately, the ACTUAL weight the loaded trailer placed on my truck, using a weight distributing hitch, is 1100 lbs (not 1350), and that was with the trailer weighing about 8500 (1100 tongue, 7400 axles).


So while I can't comment on those models, I hope you can use this information to help you decide if someone else cannot supply exactly the information you are looking for.

And one other suggestion, if you are purchasing a weight distributing hitch, get one that is rated to handle the same 15% of the GVWR or more.

I hope this helps!
Bob

P.S. Another thought that came to mind is that my weights change from trip to trip depending upon what I'm taking with me. If I fill my water tank, I'm at the maximum.

I cannot agree more. If a travel trailer is purchased based on a tongue weight at 15% of GVWR and a Fifth wheel at 25% there will never be any surprises. While some can use methods in loading light, no water or using two vehicles to haul extra mass or people, the worse case scenario simply cannot be beat for a rock solid calculation that will prevent any additions to the two time vehicle club. Its a shame that some vehicle manufacturers will state an unrealistic tow rating for marketing where they know too well, the payload will be the limiting factor. Its also unacceptable that RV manufacturers do not list a range of acceptable tongue weights based on the range of UVW to GVWR of the rig.

Jim

Does the payload number in your picture agree with the "weight of occupants and cargo should never exceed ???" statement on the adjacent yellow tire info label?

Rob

GM has stepped up the game with the much needed towing and payload decal. Hopefully this helps to put to rest some of the nonsense from other sites on the internet that the door stickers are for marketing and do not really apply.

Jim

jwhigham

Interesting information!
GM has definitely stepped up their game in the last few years. In 2014, the numbers were reversed between GM and Ford. The only way to get a half ton payload in the 2500 lb range was to get a HDPP F150 with the 3.5L Ecoboost (which is why I have this truck). The GM trucks (at that time) maxed out at about 1700 lbs payload. The broad torque curve of the turbocharged Ecoboost makes it a better engine for towing than any normally aspirated engine, even the V8s (in my opinion).

Rob

Rob,

The Gen2 Eco-Boost is a very good engine but its still a light duty power-plant. Ford filled a gap to morph F150 sheet metal on for the most part to a F250 with a light duty engine in the HDPP for non-commercial applications. Very smart.
Everyone's needs differ where my next truck will be the GM light duty diesel or otherwise the Gas 6.6L HD V8. 35+ MPG in the diesel or simplicity in the HD V8 also has its advantages.
I like to see SAE certified torque curves where others can be highly filtered or even massaged. Below is a link to the L8T SAE certified torque curve as compared to the old L96 6.0L.
Fords new 7.3L engine is also impressive while having simplicity in operation like the GM HD Power-Plant.

https://www.gm-trucks.com/forums/upl...6986010343.jpg

Jim

GM calls it the Max Trailering package, Bumps the GVWR to 7300, adds 220 amp alteernator, bigger radiator, different shock/spring package, and the 4000 lbs rear end rating. I know Ford also has a payload option specifically for slide in campers, but as I think I've read form you before, Ford payload packages are their best kept secret. The GM package I have is a check box on their inventory finder. It is a rarer option so unless ordering, buy one when you find one. Also never trust a salesperson on the phone. I talked to 'commercial truck specialist' at a local *brand redacted* dealership who refused to give me the 'never exceed' numbers because "they really don't matter". Eventually he just read me the brochure payloads, which i was already looking at on my computer. I did not buy from him. I hold a Class B CDL, the weights matter when the claims adjuster and jury gets involved...

Hi Jim,

I also like the "simplicity" of the HD gasoline V8 design. I just can't get past the initial cost of the diesel, the expensive maintenance . . . or the durability problems that I read about. I would like to see that torque curve of the L8T, but your link didn't work . . . and a Google search does not find it. I have been spoiled with the broad (almost diesel-like) torque curve of the Ecoboost. I am not opposed to listening to a normally aspirated gasoline engine rev up to create the torque when necessary. Having the 1000 lb ft of torque from the diesel just seems like something that would almost never be needed or used in normal driving/towing. Even with the Coboos, I have never been in a situation where I was holding up traffic or could not maintain the posted speed limit. (admittedly . . . I have never towed the Rockies, but the Appalachians are no problem).

Rob

Rob,

I feel the same where the need should be there. While I've driven the 6.6 D Max and found its torque to be addicting, it makes no sense for me to buy one to tow my Imagine. Also I'm not planning on a larger camper.
The GM light duty diesel I believe is far more reasonable in cost but it is a diesel so there is Def and the higher cost for fuel but this truck is astonishing in non-towing fuel economy where I spend 98% of my time. I've driven them all and this truck is really suited for my needs.
However, should I end up with the 6.6L Gas engine in a 2500 series truck, I'm hearing from those that are in them each day that fuel economy is very good as long as its driven right. And it is a commercial grade engine.
I copied the SAE curve over into a snip-it and attached it here.

Jim

Guest

Hi Jim,
(apologies to all for continuing this discussion off topic)

That is a seriously broad torque curve for a naturally aspirated gasoline engine. Being over 400 lb-ft at 2000 RPM is the Ecoboost "benchmark" that no earlier gasoline engine has been able to match. Reference info from my vintage Ecoboost attached.

Rob