The towing limits for my 92 F350 crew cab dually is approx. 11500 for 5th wheel trailers with my 7.3 diesel and 5 speed manual trans. ; however, I have added an ATS Turbo , gear vendors gear splitter and Jardine 3 " exhaust system over the years. Does anyone have a guess how much this increases the towing capacity ?

 

that's not a simple answer....... did you increase your Brake Capacity ??? my simple guess is it's still the same as the engineers rated it at in the beginning.

http://www.trucktrend.com/news/163-0...owing-capacity

 

None of that increased towing capacity.

 

I've got an ATS turbo on my 7.3 5 speed F250 and I've hauled 11,000 gross trailer weight with my gooseneck flatbed fairly often and felt safe doing so. As far as brakes, if your trailer has decent brakes that makes a big difference too. It also makes a difference on where the trailer axles are located. I got conned into pulling a long gooseneck horse trailer with living quarters years ago and the goofy thing was designed with the axles at the very rear of the trailer.

 

reminds me of this video

 

Having axles at the very back end makes for large tongue weight and huge turning radius, that's for sure

 

There's a magic ratio of where the axles should be to get weight off the truck but at the same time put enough on it your rear end doesn't walk around.

I see a lot of hot shot amateurs load all the weight directly center over the axles which is a big no no. You want I think roughly 30% of it in front of the axles or if the trailer brakes fail that load is going to jack knife you out of the way..there also running a lot of f350 single wheels which I also think isn't very safe.

I'd rather have too much weight on the truck rather than not enough. Having a dually makes a world of difference towing wise as your rear end doesn't fish tail as easily.

Most idis will tow anything you put behind em, it's just up to you to know your limits of speed and when to start breaking. Anything above 26k they require you to have a cdl (least here in Texas) but I think if it's farm use there's a loop hole somewhere. Once you pass the 10k mark trailer brakes are a must. I try to stay on top of my truck brakes as well.

 

Yep, I remember seeing that a while back. Good part is with a gooseneck hitch mounted 2" or 3" in front of the axle housing center line you can't make a trailer sway/fishtail if you try, unlike a bumper pull. The trailer I referred to was a Sundowner or Sooner and I was told later the axles were WAY in the rear because they didn't want interior fender wells interfering with the living quarters space. The oddball thing was that the fender wells were in the horse section and it only held two horses facing forward side by side like an old small two horse bumper pull. Most all horse trailers of any design and size are slant load and have been for decades.
It definitely had my pickup rear springs compressed to the max. It was only a 30 mile trip but my main worry was blowing a rear tire.

 

Driving ability and towing knowledge factor into this a lot more than the pickup does id say. Ive grossed around 29k in my F250, knowing it was a short distance on a highway with limited traffic. Being more realistic, i haul 12-14k fairly regularly, or roughly 20k gross. I do however have slightly upgraded brakes and more than ample power. Knowing where to put the weight and how to drive with it is 80%. All that said, if your dually is in good working order i wouldnt be worried to pull 15 with it, more than that and you really should have a 5th wheel (or is it 7th wheels since its a dually).

 

It actually would, acceleration distance is one of the largest factors in tow ratings. This is why the E40D is rated for more than the ZF5, the 4.11s are rated for more than the 3.55s, and the 94.5 psd was rated for more than the outgoing IDIT. Pretty sure the 460 was rated for more than the 7.3 as well, but that is partly due to curb weight.

 

The interesting part is "towing rating" is not on the VIN sticker anywhere(on these trucks). Also, rules depend on the state you are in, and how it's plated(to be legal).
What does matter (DOT wise) is the GVWR(front and rear axle weight), FAWR and RAWR. So if you've got a poorly balanced load(very tongue heavy) you aren't going to be able to tow nearly as much(legally) as a properly balanced load.
And yes, tongue weight *matters*. The more rear-heavy you are, the more it will "wig-wag" on you as you slowly increase in speed. One sketchy load of a dually flatbed truck on the back of my dad's car hauler not really meant for something like that, and even with a bunch of weight in the truck's bed, we still couldn't go over about 30MPH the whole way home.

Also had that problem with hauling hay - my dad's car hauler is nice, but it's very "zero balanced". Very little tongue weight empty, and the rear couple of feet of the trailer wasn't meant to be used(when hauling stuff), even if it looks that way. So load it up with hay, take off, and at 50-55MPH it becomes unstable. Take 5 bales off the rear and... it rides great the rest of the way home, at 60-65.

So... know your trailer. Also, a gooseneck or 5th wheel will be designed to put more load onto the truck, as opposed to a bumper-pull setup.