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Your point is well taken, but it cuts both ways too.
Do you want to go squirrel hunting with the guy who uses his 300 Ultra Mag? If not, why not?
just because you can, doesn’t mean you should.
Personally, I choose not to pull our camper with the super duty, because the expedition can do it just fine. All while (some) others look at me like I’m crazy.
Hell, let’s go squirrel hunting!!!!!! LOL be sure you bring enough gun!!!!!!! Just need to make sure what’s behind the squirrel!!!!
PS. There were a few times up in ND that I did shoot prairie dogs with a .338 Win Mag.!!! It worked, just did not shoot very long!
Last edited by Desert Don; Jun 17, 2019 at 04:01 PM.
Reason: Add comment
Whomever said that Colorado can handle it has no clue what they're talking about. This Colorado folded in half with a 2100 lbs tailer. Just look at how thin that frame metal is. That truck is not a tow vehicle.
Not a GM fan by any means. Only brand new vehicle I ever had was a GMC and GM dealers suck when things are not right and due to that I will never buy another GM product new or used. With that said, I don't know..if it was on a paved road it would be one thing but it looks like it was on a dirt road. Like to see the 'bump'.... even better yet how fast was this guy going when he hit it but something's not right with the story. I'm thinking with only 10k on it the guy is trying to cover up a huge bonehead move to cover his backside money wise.
My only point is that if a measly 2100lbs trailer can do this off-road, imagine a 9k lbs trailer hitting something unforeseen on the highway.
It's not a towing vehicle, there's no room for interpretation there.
Things aren't built the way they used to be. You'll find several makes with those style short beds having the same issues towing, all with 'real' trailers with some pretty good weight though. A ford would be no different. I'm not convinced that popup trailer had all that much to do with it. If you remember the Raptor issue, the damage is very similar. Unsure what the full story was on those were but off road use and speed played a roll. I'll bet dollars to donuts that guy was cruzing along pretty well until that bump came along. https://tundraheadquarters.com/f-150...ending-defect/
I agree with you, but I highly doubt he was launching his Colorado and trailer 6ft in the air and then complained that his frame bent, which is exactly what the Raptor debacle was about..... Although it's the internet and we don't have the full story, I'll give you that. That and people are idiots.
why would the GVWR be a problem...the hitch weight of the subject trailer is half the payload of the truck.
If the owner of that truck was stopped and the officer was having a bad day, they could make them disconnect the trailer and leave it. The GVWR of the trailer is well over the rated trailer capacity of the truck (and probably the GCWR). That matters more in the commercial world than it does in the non-commercial and a stop like that for an RV is exceedingly rate. But I also point out the trailer's GVWR simply to highlight that even if the trailer was at the dry weight (unlikely) it would use up a good portion of the truck's cargo capacity. Given that there are items in the bed, I bet he's over his cargo capacity and possibly the rear axle capacity.
With regard to the hitch weight, it's usually 10% to 15% of the GVWR. So GVWR is relevant. At 10% of GVWR (9520) that puts the tongue weight at 952 lbs. Nobody goes off of the dry hitch weight because nobody goes camping with a camper that has no water, no propane, no batteries and nothing else in the trailer (clothing, food, dishes, etc).
.......................Nobody goes off of the dry hitch weight because nobody goes camping with a camper that has no water, no propane, no batteries and nothing else in the trailer (clothing, food, dishes, etc).
If the owner of that truck was stopped and the officer was having a bad day, they could make them disconnect the trailer and leave it. The GVWR of the trailer is well over the rated trailer capacity of the truck (and probably the GCWR). That matters more in the commercial world than it does in the non-commercial and a stop like that for an RV is exceedingly rate. But I also point out the trailer's GVWR simply to highlight that even if the trailer was at the dry weight (unlikely) it would use up a good portion of the truck's cargo capacity. Given that there are items in the bed, I bet he's over his cargo capacity and possibly the rear axle capacity.
With regard to the hitch weight, it's usually 10% to 15% of the GVWR. So GVWR is relevant. At 10% of GVWR (9520) that puts the tongue weight at 952 lbs. Nobody goes off of the dry hitch weight because nobody goes camping with a camper that has no water, no propane, no batteries and nothing else in the trailer (clothing, food, dishes, etc).
where are we getting truck gvwr numbers from
truck gvwr+trailer gvwr and max towing numbers don’t have to match as long as max towing is greater than the combined gvwr.
I didn't mention truck GVWR. Every mention of GVWR was within the context of the trailer.
Originally Posted by speakerfritz
truck gvwr+trailer gvwr and max towing numbers don’t have to match as long as max towing is greater than the combined gvwr.
If GCWR < truck GVWR + trailer GVWR then you have a problem legally, if you're pulling commercial. Non-commercial, probably not unless someone really wants to put the screws to you. But if you're over GCWR it's probably not safe.
That and I really don't like squirrels.
