A Supplement to TRAILER FOLLOW THE 1 ) TO ADVENTURE LIFE com User Guide Contents ..VVA'J 4 NEW ENGINES Go toTRAILER User Guide — Contents DLLOW THE ROAD TO ADVENTURE LIFE -com Bu r K 1 1 •lo;:; \y> FIND OUT MORE AT FORD.COM Ford Motor Company, go to www.trailerlife.com/info *EPA-estimated 17 city/23 highway/19 combined mpg, 3.7L V6 4x2. Class is Full-Size. Pickups under 8,500 lbs. GVWR, non-hybrid. **Available early 2011. Go Toi TRAILER LIFE com User Guide Contents Best-in-class fuel economy* 23 highway mpg. More go. More green. This is the future of truck THE NEW 2011F-150 _kA. BUILT TOUGH 6 Choosing the Correct Tow Vehicle Selecting the tow vehicle that works best for your needs requires careful consideration and a bit of research 10 Towing 2011 Many popular tow vehicles get an upgrade - including a major overhaul on the Ford F-150 powertrain 14 How to Use This Guide 16 2011 Tow Ratings Guide 28 Hitching Basics An examination of hitch types, their uses and tried-and-true maintenance techniques 33 Trailer-Brake Control Latest technology improves safety, reliability and stopping power 36 Towing Packages There’s much more to it than a hitch ball and electrical umbilical cord 40 Towing Tips Plenty of patience, practice and defensive driving will benefit you while on the road TRAILER EDITORIAL Publisher Bob Livingston Editor Kristopher Bunker Senior Managing Editor Marleen Canniff Associate Editor Meaghan Alfier CREATIVE Art Director Mirante Almazan EDITORIAL/BUSINESS OFFICE 2575 Vista Del Mar Drive, Ventura, CA 93001 ■ Tel (805) 667-4100 ■ Fax (805) 667-4484 ADVERTISING Ventura, California VP/National Sales Terry Thompson Business Manager Denielle Sternburg P.0. Box 8510, Ventura CA 93002 ■ Tel (805) 667-4100 ■ Fax (805) 667-4379 Elkhart, Indiana Midwest Sales Director Chuck Lasley National Advertising Sales Tacy Hendershot National Advertising Sales LOU ClCIRELLI 2901 E Bristol Street. Suite D, Elkhart. IN 46514 ■ Tel (574) 262-4728 ■ Fax (574) 262-4798 Seattle, Washington National Advertising Sales Scott Oakes, John Marciano 1818 Westlake Avenue N, #420 Seattle, WA 98109 ■ Tel (206) 283-9545 ■ Fax (206) 283-9571 Detroit, Michigan Crompton Holdings Scott Crompton 2031 Fernway Drive Montgomery, AL 36111 ■ Tel (334) 613-2040 ■ Fax (334) 356-7740 Trailer Life is a registered trademark of Affinity Group Inc. Copyright 2011 by Affinity Group Inc. All rights reserved. Trailer Life (USPS #454-970) is published monthly by Affinity Group Inc. Subscription price, U.S. and possessions: 1 year, $15.97; 2 years, $27.97. All other countries, ADD $12 PER YEAR. For more information, visit our website at www.trailerlife.coin 2011 Guide to Towing Sponsors Ford Motor Company ( 800 ) 392-3673 www.ford.com KZRV LP ( 800 ) 768-4016 www.kz-rv.com Special thanks to: Lake Casitas Recreation Area, ( 805 ) 649 - 2233 , www.casitaswater.org Go To FOLLOW THERC TO, ADVENTURE LIFE com User Guide Contents KZ and you worth coming home to. Visit us on the web at www.kz-t*V,com Why our customers “Come Home to KZ* 9 ... a Some RV manufacturers are only interested in numbers. At KZ, we’re interested in OUr Customers. They ktlOW US, and we know them. They know we produce high quality vehicles and we stand behind them with integrity and one of the best warranty programs in the industry. Most importantly, KZ customers know that we respect and will always support them. Our success isn’t possible without your satisfaction. K-Z Inc., go to www.trailerlife.com/info Go To: LIFE com User Guide Contents CHOOSING THE CORRECT TOW VEHICLE Keeping within manufacturer-assigned tow ratings is critical in making the appropriate model and option choices By Duncan O’Neal C o, you want to tow a trailer? There H are many variables to consider when selecting the proper tow ve¬ hicle for your application — including budget, brand and towing capacity — and it's impor¬ tant to examine them all carefully before mak¬ ing a purchase. Going through the effort to better understand each variable and to ac¬ count for all of them up front will lead to a more pleasant trailering experience. Weight The tow-ratings guide in this section lists the maximum tow ratings for vehicles with specific equipment, but many buyers interpret the maximum vehicles' tow ratings with far too much optimism. Always check the manufac¬ turer's figures before making a purchase. The following is an explanation of the terms you need to know which, when combined with readings from a public scale and from your 6 | 2011 TRAILER LIFE Towing Guide own calculator, should help you determine the correct tow rating for the tow vehicle you plan to buy. Gross Combination Weight Rating (gcwr): The total allowable weight of the tow vehicle, the trailer, the cargo in each, fluids and occupants. Gross Vehicle Weight Rating (gvwr): The total allowable weight for the vehicle, in¬ cluding occupants, fluids, options, hitch hard¬ ware, cargo and trailer-hitch weight. Gross Axle Weight Rating (gawr): The total allowable weight on an individual axle. This includes the weight of the tires, wheels, brakes and the axle itself. Maximum Tow Rating: The manufac¬ turer's weight limit for towed loads. For conventional trailers, this normally includes a hitch-weight limit as well; for fifth-wheels, the pin weight is applied to the truck's gvwr and its rear-axle gawr. Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Matching up the Tow Vehicle and Trailer The gvwr figures are neither guidelines nor estimates; they are limits, and there are numerous valid reasons the manufacturer ar¬ rived at these figures. If you think the figures are "close enough" or have a fudge-factor percentage built in, think again. Your warranty coverage, and your safety, may be at risk. The only surefire way to find out what your trailer weighs is to load it as usual for a trip and weigh it at a public scale. There you can get the hitch weight, axle weight and total weight. Assuming that the axle weight is lower than the gawr, the total is within the gvwr and the hitch weight is lower than the maximum given for your tow vehicle, you can then move on to tow-vehicle selection. When purchasing a trailer, consult the weight sticker on the unit of your choice on a dealer's lot and refer to the uvw and ccc. Estimate how much cargo you will add, being mindful of the gvwr, and use that number while selecting a tow vehicle. To a lesser extent, tow-vehicle weight is variable as well. Brochures and tow guides fre¬ quently list how much a tow vehicle weighs, but this number generally applies to the most basic model in that configuration, without any options. In some cases, distinctions are made by engine, transmission, drive system (2WD or 4WD/AWD) and, in other cases, by cab or bed styles. If the dealer does not have a vehicle equipped as you want that is available to weigh, or cannot provide option weights, you can form rough estimates — but exact figures are the only way to be certain. Bigger engines add weight, diesels more so because they come with additional accessories (up to 700 pounds more than the standard gas engine is common). Add up to 175 pounds for an optional transmission, about 400 pounds for 4WD and a bit less than 300 pounds for longer beds. Then add other op¬ tions like luxury-trim levels, as all those electric motors add up. The towing package and hitch could add another 100 pounds, and larger wheels and tires can also have an effect. Following is how to calculate the realistic towing capacity of a vehicle. For example, consider a fictional one-ton longbed, diesel, extended-cab, 2WD, single-rear-wheel pickup WJLTWTflWDfiY.TWflKWCPJft KSW.l? SMLTL *V20IQ GvwftMifc wimi mm * GAWP. ,TADi JU0£). PN9£ (CHAGUE £5501 j HDQ> KG* LB) TVC9NGU SlSSTPSftlS 0 flH'-Um JJ cci& t#L press, /fuss ttoant. a fjk® W VTrfQJE COW OWE TO JU1 WfljCASlX U S *ICSWL KWCll Stft r Y STUB« QftCI Oh TM arMwwricitftr*s vocluqT ouAmaai zmm w&mum mmn mm vqkh saht# fitauTtifefl tma at nt bhe or awcui kt •IQtf OfiSC A rcwns 10 W £11 SOW WWJCA3LL5 W VLiffiJ (JU KOBCfT SA4A SCVffH CCS smSE wiTcwmB w t en fciouEii? * m m oe s* f muwi TW.! r TYTt DC maffl t|UWl «4 IRA The gvwr and gawr for all motor vehicles are listed on the data plate, typically affixed to the driver's doorframe, fuel door, glove box, end of the dashboard or other easy-to-access loca¬ tion. Brochures and window stickers may be inaccurate; always look for the data plate. All trailers should have a weight sticker on the left front side wall. There should also be a sticker in an interior cabinet that lists the trailer's un¬ loaded vehicle weight (uvw), gvwr, weight added by freshwater and LP-gas and the re¬ sulting cargo carrying capacity (ccc). In many cases, especially on older trailers, optional equipment — such as air-conditioning units and AC-generators — sneaks onboard after weighing, and may not be reflected on the sticker. (And don't forget the fuel-fill tanks that some SURVs offer for campsite refueling of motorcycles and ATVs.) Recreational Vehicle Industry Association (RVIA) weight label requirements are more in¬ clusive of dealer-added options and make it much easier for buyers to have access to more accurate weight figures. 2011 TRAILER LIFE Towing Guide | 7 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents set up for towing. Well arbitrarily assign it a gvwr of 9,900 pounds, a front gawr of 5,000 pounds, a rear gawr of 6,824 pounds, a gcwr of 23,000 pounds and a quoted maximum tow rating of 17,000 pounds. As is often the case in single-rear-wheel trucks, the rear axle's gawr on this truck is de¬ rived from each tire's maximum load of 3,412 pounds. Pickups such as this normally start at more than 6,000 pounds, and with a diesel, automatic and nice trim, figure that with a full tank of fuel and hitch, this unit weighs at least 7,000 pounds. If we add two "standard-size" people (154 pounds each), a few tools and some cargo, it weighs 7,500 pounds. That is split to 4,000 pounds on the front axle, and 3.500 pounds on the rear axle. The first thing you should have noticed is that the maximum tow rating cannot apply with the truck fully loaded because gcwr (23,000) minus gvwr (9,900) leaves 13,100 pounds — about 4,000 pounds less than quoted towing ability. After adding options and people to the example truck, and sub¬ tracting that value (7,500) from gcwr (23,000), the effective working tow rating of the truck becomes 15,500 pounds, about 1.500 pounds less than the truck's quoted maximum towing rating. However, you have yet to check all the numbers and verify that a 15,500-pound trailer will work. If that trailer is a fifth-wheel and has 20 percent of its weight on the pin, that adds 3,100 pounds to the back of the truck. This would make the truck overweight — its 7,500-pound ready-to-roll weight plus the 3,100 pounds on the pin equals 10,600 pounds — 700 pounds more than the truck's gvwr, and just 224 pounds shy of the rear-axle limit of 6,824 pounds. SUVs and other non-pickup tow rigs can¬ not escape scrutiny. The vehicle's loaded weight, with the anticipated load of passen¬ gers aboard, must be subtracted from the gcwr to determine the realistic tow rating. Other Factors The tow-ratings chart lists vehicle-towing maximums segregated by engine, cab style, drive and single- or dual-rear wheels as appro¬ priate. In general, assume the maximum tow rating always requires a towing package — and special towing equipment (see "Towing Packages," beginning on page 36) — and the highest numerical axle ratio offered, and as the example shows, maximums can be con¬ fusing. You can do your own estimates by starting with the information given and keeping the following generalizations in mind. 8 | 2011 TRAILER LIFE Towing Guide Transmission: For the majority of vehi¬ cles, automatic transmissions offer the higher tow ratings when they vary by transmission. On heavy-duty (HD) models, the difference may be 1,000 pounds or less, and on lighter- duty vehicles, a manual tranny might rate a 2,000-pound lower tow rating. Exceptions include high-output engines that are avail¬ able only with manual gearboxes, vehicles where the manual transmission weighs more than the automatic and transmissions in vehicles designed for high performance and not towing. Axle Ratio: Lower gearing (the numerically higher ratios, e.g. 4.10:1,4.56:1, as opposed to 3.31:1,3.42:1), typically produces greater tow ratings because of greater torque multi¬ plication. There is a wide variance in the axle ratio's effect on the tow rating, with some diesel-powered pickups varying only a few hundred pounds. On others, changing from a 3.73:1 to a 4.30:1 sometimes increases the tow rating by 3,500 pounds. In the past, some ratings have increased by a factor greater than three (from 2,000 to 7,100 pounds) simply by using a different axle ratio. Lower gearing will also make your vehicle ac¬ celerate quicker up to 50-55 mph. In general, a one-step drop in axle ratio (4.10:1 to 3.73:1) on an HD pickup will drop tow rating and gcwr by a ton. Lower gearing has an adverse effect on fuel economy, but it's usually not proportional to the gain in towing ability. Under the best circumstances, the difference between the highest and lowest gear ratios offered (say, 3.42:1 and 4.10:1) results in a 1,5-mpg de¬ crease in non-towing, steady state-highway cruising. In most conditions that change is less than 1 mpg, and if you tow a relatively heavy trailer a lot, there's no question that the low¬ est gearing is best. Drive System: Vehicles that drive only two wheels, be they front or rear, generally have higher tow ratings (all other things being equal). Even though modern 4WD and AWD systems are quite efficient, a small amount of Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents parasitic loss uses up energy. More importantly 4WD systems add weight — easily up to 400 pounds on some HD pickups — and that weight frequently comes off the tow rating. Unless the gcwr and gvwr are higher, a 4WD version will probably tow a few hundred pounds less than its 2WD counterpart. Towing Package: If you can order a tow¬ ing package, do so. Not only is it usually re¬ quired to get the top tow rating, but the con¬ tents rarely can be duplicated for the original cost — and it will add to resale value. You can plainly see the hitch receiver or electrical re¬ ceptacle, but there are often other changes to the wiring system (including up-rated wire and fuses), alternator, battery, cooling system, power steering and lubricants. In some cases, integrated brake controllers are also offered. Bed Length/Style: If there's a difference, a longbed truck may rate slightly lower in tow capacity — about 150-250 pounds — because the longer bed adds weight. In other cases there is no change because the longer wheel¬ base is beneficial. Note that the more "styled" beds marketed under a variety of names typi¬ cally are heavier than conventional slab-sided beds, and that cab-and-chassis figures do not reflect any bed unless otherwise noted. A steel bed for a medium-duty cab-and-chassis could quickly eat up an entire ton of its gcwr. Single or Dual Rear Wheels: Most peo¬ ple assume that a dually pickup will have a higher tow rating than a single-rear-wheel unit, but this is not always so. In many cases the gcwr is limited by factors other than the number of rear wheels and does not change, and in those cases the weight of the wider axle, bigger brakes and two more tires and wheels is subtracted from the gcwr. The dually no doubt provides a more stable towing plat¬ form for the heavier trailers, although not al¬ ways with the highest tow rating. A dually will have a higher gvwr because the dual-wheel rear axle might have a 10,000-pound gawr, for example, compared to the single-rear- wheel truck's 6,824-pound gawr. Gawr is not always an exact calculation of the tire capacity times the number of tires. A dually-equipped truck will be better for hauling a heavy slide-in truck camper and handling heavy fifth-wheel pin weights because of the weight concentrat¬ ed on the rear axle as compared to the con¬ ventional trailer's hitch weight. Tires: Wheel sizes continue to grow com¬ mensurate with their popularity, with some tow vehicles offering 20-inch wheels as factory options. However, using a larger wheel and lower-profile tire means a smaller air cushion and lower tire sidewall, to the extent that tow ratings generally drop whenever the wheel size increases — and ride comfort can be compromised. Read the fine print on the packaging carefully. Research Before purchasing any vehicle for towing, en¬ sure that the equipment required is available for your vehicle. You may find that the new- kid-on-the-block is a very capable tow vehicle, but no one makes a fifth-wheel hitch for it. (Ford remedied this quandary on 2011 Super Duty trucks; GM also offers the option). Also beware of hitch-ball and receiver ratings, as some trucks are rated for heavier loads than any easily found hardware can handle, and therefore may require special-order parts. Before purchasing a vehicle, we suggest you acquire the manufacturer's comprehen¬ sive towing guide, available online or at deal¬ erships. Be sure to read the fine print because in many cases the maximum rating may apply only to one particular version and be for a fifth-wheel trailer; many larger pickups may have their actual tow rating limited by the hitch and hardware. & 2011 TRAILER LIFE Towing Guide | 9 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents TOWING 2011 It’s been a rocky few years, but the automotive industry is coming back — and bringing some exciting tow vehicles with it by Chris Hemer L ike the housing market, Wall Street and the fashion industry, the auto¬ motive industry has memorable years, and some we'd rather not recall. It's as cyclical as hurricane season — un¬ eventful one year, tumultuous the next — but having weathered one of the worst economic storms in modern history, it appears the skies are clearing. The Big Three are once again in contention for bragging rights in the heavy- duty truck segment, and there are many new models and powertrains to talk about — in¬ cluding some exciting power upgrades for Ford's F-150 pickups. Indeed, if you've been waiting for the " right" year to buy a new tow vehicle, 2011 is it. Ford America's best-selling truck, the venerable Ford F-150, has undergone the most exten¬ sive powertrain overhaul in its 62-year history. Consisting of an all-new 3.7-liter V-6 (302 hp), 5.0-liter and 6.2-liter V-8s (360 hp and 411 hp, respectively), Ford claims the engines offer best-in-class power and fuel economy. That includes the new twin-turbocharged EcoBoost 3.5-liter V-6 option, which delivers 365 hp and 420 Ib-ft of torque. The EcoBoost uses direct-fuel injection twin independent variable cam timing (Ti-VCT) to produce torque early on, with a broad plateau. The EcoBoost is capable of towing 11,300 pounds — as is Ford's co-class-leading 6.2-liter engine. Each new engine will be mated to an equally new six-speed automatic transmission with an available SelectShift feature that al¬ lows the driver to manually select a desired gear, and "progressive range select" which al¬ lows the driver to lock out the available gears while in Drive. Also new is the available 4.2-inch in-dash LCD display productivity screen, which includes helpful and informative menus on a variety of 10 | 2011 TRAILER LIFE Towing Guide FRAILER User Guide Contents FOLLOW THE ROAD TQ ADVENTURE LIFE -com vehicle-related topics, most notably trailer towing. The trailer-towing menu allows users to name a particular trailer in order to track mileage, as well as to store the integrated trailer-brake control settings on the instrument panel. Combined with the menu's info on the tow/haul mode and even a handy trailer- connection checklist, the F-150 is striving to be the most trailer-friendly vehicle on the market. The Super Duty is also all-new for 2011, highlighted by a Ford-designed, Ford-engi¬ neered and Ford-built 6.7-liter Power Stroke diesel that delivers 800 Ib-ft of torque at 1,600 rpm and 400 hp at 2,800 rpm — 150 Ib-ft and 50 hp more than the previous en¬ gine. Ford also claims best-in-class fuel econo¬ my, and biodiesel compatibility up to B20. The all-new 6.2-liter gas engine also boasts best- in-class grunt with 385 hp and 405 Ib-ft of torque in this application, which is 85 more horses and 40 Ib-ft more than the 5.4-liter Triton V-8 it replaces. Both engines are backed by an all-new TorqShift six-speed automatic transmission. The new powertrains, along with a robust chassis, bestow the Super Duty with a class-leading towing capacity of 24,400 pounds and best-in-class payload ca¬ pacity of 7,070 pounds. No new truck would be complete without a raft of tech features, and the Super Duty's got those, too. Hill start assist, hill descent control, an electronic lock¬ ing rear differential and side airbags/air cur¬ tains are among the truck's standard and available equipment. The SUV that started it all, the Explorer, is also (finally) all-new for 2011. Handsome styling is combined with reduced weight, im¬ proved driving dynamics and increased off¬ road capability, not to mention a new, stan¬ dard 3.5-liter V-6 with Ti-VCT and a six-speed automatic transmission. The use of Ti-VCT al¬ lows individually optimized camshaft timing of valve opening and closing events to im¬ prove mechanical efficiency while delivering increased power and reducing part-throttle emissions, according to Ford. Combined with the new transmission, Ford projects that the new engine will deliver more than 20 percent better fuel economy than the previous Explorer V-6 model, all while laying down 290 hp and 255 Ib-ft of torque. V-6 models are available with an intelligent 4WD that includes driver- selectable terrain management. Settings in¬ clude Normal, Mud, Sand and Snow. For those who consider fuel economy a priority, the Explorer is also available with a turbo¬ charged and intercooled 2.0-liter EcoBoost engine that employs direct injection as well as Ti-VCT to deliver a projected 237 horsepower and 250 Ib-ft of torque. Dodge/Jeep After a year's absence, Dodge re-enters the SUV fray with an all-new Durango. And by all- new, we mean the whole shootin' match — exterior, interior and a new standard engine: a 3.6 Pentastar V-6. With a bold new front fas¬ cia that shares design cues with other Dodge products like the Charger and Challenger, the Durango is also available with the venerable 5.7-liter Hemi V-8 with fuel saving Multi Dis¬ placement System. An elegant new interior was designed by the same studio that created the interiors in the new Ram trucks and all- new Jeep Cherokee (more on that later). In total, the Durango offers consumers 45 safety and security features, including standard front seat-mounted side air bags, standard side- curtain air bags and all-new standard active head restraints. Electronic Stability Control is also standard. Other available safety and se¬ curity technologies include Blind-spot Moni¬ toring, Rear Cross Path detection, Forward Collision Warning, Adaptive Cruise Control and Keyless Enter-N-Go. The Dodge Ram we're all familiar with is now just known as Ram — Chrysler Corpora¬ tion has elected to make it a separate brand, like Chrysler and Jeep. A new addition to the lineup is the Outdoorsman trim level, which reportedly takes all of the features most useful to hunters, fishermen, campers and boaters and bundles them into one model. Outdoors- man trim is available in 1500, 2500/3500 HD single rear wheel, Regular Cab, Quad Cab, Crew Cab and Mega Cab; four-wheel drive and two-wheel drive; short- and long-wheel¬ base models. It will replace the TRX4 trim level in the 2011 Ram Truck lineup. Some notewor¬ thy features include heavy-duty cooling, a Class IV hitch receiver, limited-slip differential, trailer-sway control (1500 only), fog lights and remote start. New features across the Ram lineup include power folding mirrors, an avail¬ able factory spray-in bedliner and Garmin nav¬ igation. Ram 2500, 3500, 4500 and 5500 Chassis Cabs, meanwhile, receive numerous revisions for 2011, including an all-new Crew cab, updated exterior styling, a standard ex¬ haust brake, the largest standard fuel tank (52 gallons) and more. We touched on it last year — and by now, you've likely seen the commercials. The Jeep Grand Cherokee is all-new for 2011 and is chock full of features that make it more capa¬ ble on and off road. Three 4x4 systems are offered, along with a new Jeep Selec-Terrain system with five terrain settings and a Quadra-Lift air suspension system with five height settings for a lift range of 4.1 inches. The new Pentastar 3.6-liter V-6 and 5.7-liter Hemi engines are offered, along with more than 45 safety and security features including electronic stability control, side-curtain and seat-mounted side air bags and active head restraints. Optional safety features include a Blind Spot Monitoring/Rear Cross Path detec¬ tion system, Adaptive Cruise Control and for¬ ward collision monitoring. Of course, the new Grand Cherokee is also offered with a variety of convenience and entertainment features, such as Bluetooth hands-free calling and streaming audio, Uconnect Web, FLO TV and Sirius Backseat TV. General Motors Not to be outdone, GM has redesigned its HD line-up and made it broader than ever, with 10 2500 HD models and eight single/dual rear wheel 3500 HD models, including a new 3500HD Crew Cab with a 6.5-foot bed. New, fully boxed frames and tougher suspensions contribute to a towing capacity of up to 21,700 pounds, a payload of up to 6,335 pounds, and improved ride quality. A revised 12 | 2011 TRAILER LIFE Towing Guide Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents 6.6-liter Duramax develops a best-in-class 397 hp and 765 Ib-ft of torque, is B20 compatible and features a new "smart" exhaust brake for greater control when descending grades. Brake performance and feel have been im¬ proved courtesy of 14-inch rotors front and rear, and safety/convenience features have been added to single-rear-wheel models, in¬ cluding StabiliTrak stability control, trailer- sway control and hill-start assist. On the GMC side, a Denali HD is being of¬ fered for the first time. Available in the 2500 series 2WD and 4WD configurations, as well as the 3500 Series 2WD and 4WD in both single¬ rear-wheel and dually versions (standard or long box), the Denali HD comes equipped with a Vortec 6.0-liter gas engine and six- speed automatic, with the 6.6-liter Duramax diesel and Allison 1000 offered as an option. From a visual standpoint, the Denali distin¬ guishes itself with a four-bar chrome grille, body-color bumpers, chrome door handles and either 17- (dually) 18 or 20-inch polished forged aluminum wheels. Inside, the Denali HD features Denali-specific brushed alu¬ minum trim, power-adjustable pedals, a Bose premium surround audio system and 12-way power seats. A heated steering wheel and heated/cooled leather appointed seats are op¬ tional. Like other Denali models, the color se¬ lection is limited, and includes Black, Stealth Gray and White. Toyota Toyota's tow ratings have been lowered on some models this year due to a new SAE tow¬ ing regulation called SAE J2807. SAE J2807 establishes a new standard to determine the tow rating of all tow vehicles and defines the performance requirements for determining both the gross combination weight rating (gcwr) and tow rating. It isn't scheduled to go into effect until the 2013 model year, but Toy¬ ota put the new standard into effect early — hence some tow ratings are lower than last year's (see the article about the new SAE reg¬ ulations in Trailer Life, February 2011). That said, Toyota has streamlined the Tun¬ dra full-size pickup line for 2011, focusing on the 28 most in-demand configurations. In ad¬ dition, the Tundra's base 4.0-liter V-6 engine gains Dual Variable Valve Timing with intelli¬ gence (VVT-i) for 2011, increasing power and performance. The 310-hp 4.6-liter and 381 - hp 5.7-liter V-8s continue across the Tundra line. The midsize Tacoma is offered with limit¬ ed production T|X and T|X Pro Packages on V- 6 Access Cab or V-6 Double Cab models with the TRD Off-Road Package. The T|X package adds TRD 16-inch black alloy bead-lock wheels and 265/70R16 BF Goodrich Rugged Trail tires, black tube side steps, a stainless- steel exhaust tip and unique exterior graphics. T|X Pro takes the performance envelope fur¬ ther with a TRD cat-back performance ex¬ haust system. Before last year's guide went to press, the industry barely had information about the all- new 2010 4Runner — and now it's in its sec¬ ond model year. That's the auto business for you. Now in its fifth generation, the 4Runner features truck-style body-on-frame construc¬ tion, a standard 270-hp V-6 engine and your choice of 2WD, part-time 4WD or full-time, multi-mode 4WD with a locking center differ¬ ential. Riding on the same platform as the capable FJ Cruiser, the 4Runner comes stan¬ dard with A-TRAC traction control, and offers technologies previously reserved for the top- shelf Land Cruiser, such as Kinetic Dynamic Suspension and Crawl Control (Trail Grade model). With the transfer case shifted into low range, Crawl Control regulates engine speed and output, along with braking force, to make traversing difficult terrain easier and safer. The Trail Grade model also features a Multi-Terrain Select system that dials in wheel slip control to match the terrain. All 4Runner 4x4 models feature standard Downhill Assist Control and Hill Start Assist. & 2011 TRAILER LIFE Towing Guide | 13 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents HOWTO USE THIS GUIDE F-25D/T-35IHM5D Super fluty, Firth-Wheel Towing ^2SOflSOB^.CdiSRW7WD ttlB® lii'LV-S lira® 6JIHTD lEjOapi) um 12.2OQ0 raMfetlttSfWWD tyro® f-2S0/350 Jteg. CatiSRW 4WD HI WHO 1*100 W HBfepObDRWMfD &5L U tm9 F-^Ffe&C&frDRWMD E.ZLV-& 15,7130® Reg Dafr DRWM3 mum F-3IM1 teg Cali DRW iWD 5JLN HOT® MIH t£?QQ® HIM TO 22,100 F-3S0 Reg. Chassis Cab DflW 2WD 6 TL V-3 IB WJOfift F-350 Reg- Chassis Cab DRW 4WU I ku HOT® F-3MKEfl. Chassis Uab DRW flWD mu &FLV-G ID u.eoo® i&j ra [m F-4Sdhey.diasuCabDHWZWD E-JLV-n l&.flOO HMItat Chase Gab DEIWZWO ETLV-aiO IByOOO F-450 fteo. Chassis C?b DRW 4W1D unv-n IB, 000 &7LV-S1D im F-Hfl R&Oi Stasis Cti DRW MO baud l&jflOO F-550 fifefl. Chssss Cab DftW 3W0 6.7LV-S1D 1*000 isa» ETLV^ID iBvfloa MSDSiRrCMCbbSRWWD mu 1ZJQD0® (L21V-J rwi ow ratings for all vehicle manu¬ facturers are listed in alphabetical order, and are organized by model type and configura¬ tion. In most instances, you will find a letter (or letters) which identify the equip¬ ment that the rating is based on, i.e automatic or manual transmission, gear ratio, towing package, etc. You will find the meaning for each of these letters in the "Key to Charts" section on page 16. If there is no letter after the rating, that means there is only one rating available. Likewise, you may find the word "all in the engine col¬ umn; that means all available en¬ gines are capable of that particular tow rating. Because each manufacturer lists its vehicles differently, we have found it necessary to make some changes in an effort to keep this guide consistent and concise. For example, Ram trucks are listed with separate tow ratings for each trim level; while we un¬ derstand that equipment adds weight and therefore reduces towing capacity, we simply don't have room to publish separate ratings based on a 50-pound weight difference. Likewise, GM doesn't have separate con¬ ventional and fifth-wheel tow ratings, and in¬ stead simply indi¬ cates a separate rating for models that are equipped to tow a fifth- wheel. So in the GM section, you'll note that some models have two ratings sepa¬ rated by a slash; the first rating is for con¬ ventional towing, the second is for fifth-wheel towing. Where applicable, we've also included rele¬ vant manufacturer's notes for a particular vehicle or model line, but always check with your dealer for details on the model you plan to purchase, including tow rating, pay- load capacity, gross vehicle weight rating (gvwr), gross combined weight rating (gcwr) and gross axle weight ratings (gawr). & 14 | 2011 TRAILER LIFE Towing Guide Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents SAVING PEOPLE MONEY on more than just car insurance. Your RV policy could even include: • Multi-Policy Discount when you insure your car and your other vehicles with GEICO • Vacation Liability for others that may be injured in your RV or campsite • Emergency Expense Allowance to cover temporary living expenses after an accident Call 1-877-434-2678 today or visit your local office. Motorcycle and ATV coverages are underwritten by GEICO Indemnity Company. Boat and PWC coverages are written through non-affiliated insurance companies and are secured through the GEICO Insurance Agency, Inc. Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. Government Employees Insurance Co. * GEICO General Insurance Co. * GEICO Indemnity Co. * GEICO Casualty Co. These companies are subsidiaries of Berkshire Hathaway Inc. GEICO: Washington, DC 20076. © 2011 GEICO Geico, go to www.trailerlife.com/info gotoTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents TRAILER I TOW RATH Compiled by Chris Hemer Key to Charts a=Automatic transmission m5=Manual transmission, Five Speeds mB=Manual transmission, Six Speeds b=3.08:1 c=3.15:1 d=3.21:1 e=3.23:1 f= 3.31:1 9=3.42:1 11=3.55:1 i=3.73:1 j=3.92:1 k=4.10:1 1=4.30:1 n=4.44:1 0=4.56:1 9=4.88:1 r=5.38:1 p=Cooling or other accessory package required t= Towing package required MD=III Wheel Drive 00=Crew Cab C7= Cargo Van D8W=Dual Bear Wheels KC=King Cab LB=Longbed LWB=Long Wheelbase 114=Not applicable, or not available ?!=Passenger Van SB=Shortbed SC=Supercharged SBW=Single Bear Wheel SWB=Short Wheelbase Std Bed=Standard Bed TC=Turbocharged TD=Turbodiesel Vehicle Engine Tow Limit (lb) Enclave FWD 3.6LV-6 2,000 Enclave FWD 3.6LV-6 4,500 (t) Acura I MDX 3.7LV-6 5,000 1 Cadillac Escalade 2WD 6.2LV-8 8,300 Audi Escalade AWD 6.2LV-8 8,100 Q5 All 4,400 Escalade ESV2WD 6.2LV-8 8,000 Q7 All 5,500* Escalade ESV AWD 6.2LV-8 7,700 Q7 3.6LV-6 6,600 (t) Escalade EXT AWD 6.2LV-8 7,600 *With dealer installed hitch. Escalade Two Mode Hybrid 2WD 6.0LV-8 5,800 Escalade Two Mode Hybrid 4WD 6.0LV-8 5,600 BMW 1 SRXAWD 2.8LV-6TC 3,500 X3xDrive28i 3.0LI-6 3,000 SRXAWD 3.0LV-6 2,500 X3 xDrive35i 3.0LI-6 3,000 SRXAWD 3.0LV-6 3,500 (t) X5xDrive35i 3.0LI-6 6,000 SRXFWD 3.0LV-6 2,500 X5xDrive50i 4.8LV-8 6,000 SRXFWD 3.0LV-6 3,500 (t) X5xDrive35d 3.0LI-6TD 6,000 X6xDrive35i 3.0LI-6 6,000 i Chevy/GMC X6xDrive50i 4.4LV-8 6,000 Avalanche 1500 2WD 5.3LV-8 5.100(b) X6 Active Hybrid 4.4LV-8 6,000 Avalanche 1500 2WD 5.3LV-8 5.600 (g) Avalanche 1500 2WD 5.3LV-8 8,100 (g,p) Buick I Avalanche 1500 4WD 5.3LV-8 4.900 (b) 16 | 2011 TRAILER LIFE Towing Guide Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents LIFE 2011 4GS GUIDE Avalanche 1500 4WD 5.3LV-8 5,400 (g) Avalanche 1500 4WD 5.3LV-8 7,900 (g,p) Traverse/Acadia FWD 3.6LV-6 2,000 Traverse/Acadia FWD 3.6LV-6 5,200 (t) Traverse/Acadia AWD 3.6LV-6 2,000 Traverse/Acadia AWD 3.6LV-6 5,200 (t) Colorado/Canyon Reg Cab 2WD 2.9LI-4 3,400 (a,i) Colorado/Canyon Reg Cab 2WD 2.9LI-4 2,400 (m,i) Colorado/Canyon Reg Cab 2WD 3.7LI-5 4,000 (a,i) Colorado/Canyon Ext Cab 2WD 2.9LI-4 3,200 (a,i) Colorado/Canyon Ext Cab 2WD 2.9LI-4 2,200 (m,i) Colorado/Canyon Ext Cab 2WD 3.7LI-5 5,500 (a,i) Colorado/Canyon Ext Cab 2WD 5.3LV-8 6,000 (a,g/i) Colorado/Canyon Ext Cab 2WD 5.3LV-8 4,000 (a,g)* Wh ZQ8 Sport Suspension. Colorado/Canyon CC 2WD 2.9LI-4 3,000 (a,i) Colorado/Canyon CC 2WD 2.9LI-4 2,100 (m,i) Colorado/Canyon CC 2WD 3.7LI-5 5,500 (a,i) Colorado/Canyon CC 2WD 5.3LV-8 6,000 (a,g/i) Colorado/Canyon CC 2WD 5.3LV-8 3,800 (a,g)* Colorado/Canyon Reg Cab 4WD 2.9LI-4 3,100 (a,i) Colorado/Canyon Reg Cab 4WD 2.9LI-4 2,100 (m,i) Colorado/Canyon Reg Cab 4WD 3.7LI-5 4,000 (a,i) Colorado/Canyon Ext Cab 4WD 2.9LI-4 2,900 (a,i) Colorado/Canyon Ext Cab 4WD 3.7LI-5 5,500 (a,i) Colorado/Canyon Ext Cab 4WD 5.3LV-8 6,000 (a,g/k) Colorado/Canyon CC4WD 3.7LI-5 5,500 (a,i) Colorado/Canyon CC4WD 5.3LV-8 6,000 (a,g/k) Equinox/Terrain 3.0V-B 3,500 Express/Savana 1500 SWB CV 2WD 4.3LV-6 4,300 Express/Savana 1500 SWB CV 2WD 5.3LV-8 6,800 (g/i) Express/Savana 1500 SWB CV AWD 5.3LV-8 6,500 Express/Savana 1500 SWB PV2WD 5.3LV-8 6,200 Express/Savana 1500 SWB PV AWD 5.3LV-8 6,000 Express/Savana 2500 SWB CV2WD 4.8LV-8 7,400 Express/Savana 2500 SWB CV2WD 6.0LV-8 10,000 Express/Savana 2500 SWB CV2WD 6.6TDV-8 10,000 Express/Savana 2500 SWB PV2WD 6.0LV-8 6,700 Express/Savana 2500 SWB PV2WD 6.0LV-8 9,800 Express/Savana 2500 LWBCV2WD 4.8LV-8 7,200 Express/Savana 2500 LWBCV2WD 6.0LV-8 10,000 Express/Savana 2500 LWBCV2WD 6.6TDV-8 10,000 Express/Savana 3500 SWB CV2WD 4.8LV-8 7,400 Express/Savana 3500 SWB CV2WD 6.0LV-8 10,000 Express/Savana 3500 SWB CV2WD 6.6TDV-8 10,000 Express/Savana 3500 SWB PV2WD 6.0LV-8 9,700 Express/Savana 3500 SWB PV2WD 6.6TDV-8 10,000 Express/Savana 3500 LWBCV2WD 4.8LV-8 7,100 Express/Savana 3500 LWBCV2WD 6.0LV-8 10,000 Express/Savana 3500 LWBCV2WD 6.6TDV-8 10,000 Express/Savana 3500 LWBPV2WD 6.0LV-8 9,300 Express/Savana 3500 LWBPV2WD 6.6TDV-8 10,000 Silverado/Sierra 1500 Reg Cab, Std Bed 1500 Reg Cab Std Bed 2WD 4.3LV-6 4,800 (e) 1500 Reg Cab Std Bed 2WD 4.3LV-6 5,400 (a,i) 1500 Reg Cab Std Bed 2WD 4.3LV-6 4,100 (m,i) 1500 Reg Cab Std Bed 2WD 4.8LV-8 4,700 (e) 1500 Reg Cab Std Bed 2WD 4.8LV-8 7,200 (i) 1500 Reg Cab Std Bed 2WD 5.3LV-8 6,600 (b) 1500 Reg Cab Std Bed 2WD 5.3LV-8 7,400 (b,p) 1500 Reg Cab Std Bed 2WD 5.3LV-8 9,100/9,100 (g,p) 1500 Reg Cab Std Bed 4WD 4.3LV-6 5,100 (i) 1500 Reg Cab Std Bed 4WD 4.8LV-8 6,000 (g) 1500 Reg Cab Std Bed 4WD 5.3LV-8 6,400 (b) 1500 Reg Cab Std Bed 4WD 5.3LV-8 7,100 (b,p) 1500 Reg Cab Std Bed 4WD 5.3LV-8 8,900/8,100 (g,p) Silverado/Sierra 1500 Ext Cab, Std Bed 1500 Ext Cab Std Bed 2WD 4.3LV-6 4.400(e) 1500 Ext Cab Std Bed 2WD 4.8LV-8 4.700(e) 1500 Ext Cab Std Bed 2WD 4.8LV-8 6,700 (i) 1500 Ext Cab Std Bed 2WD 5.3LV-8 6.200(b) 1500 Ext Cab Std Bed 2WD 5.3LV-8 6,900 (b,p) 1500 Ext Cab Std Bed 2WD 5.3LV-8 9,700/9,200 (g,p) 1500 Ext Cab Std Bed 2WD 6.2LV-8 9,700/9,300 (g,p) 1500 Ext Cab Std Bed 2WD 6.2LV-8 10,700/10,200 0,t) 1500 Ext Cab Std Bed 4WD 4.8LV-8 5,500 (g) 1500 Ext Cab Std Bed 4WD 5.3LV-8 6.100(b) 1500 Ext Cab Std Bed 4WD 5.3LV-8 6,800 (b,p) 1500 Ext Cab Std Bed 4WD 5.3LV-8 9,600 (g) 1500 Ext Cab Std Bed 4WD 6.2LV-8 9,400/8,900 (g,p) 1500 Ext Cab Std Bed 4WD 6.2LV-8 10,400/9,900 (i,t) 2011 TRAILER LIFE Towing Guide | 17 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Silverado/Sierra 1500 CC, Shortbed 1500 CC Short Box 2WD 4.8LV-8 4,700 (e) 1500 CC Short Box 2WD 4.8LV-8 6,700® 1500 CC Short Box 2WD 5.3LV-8 6,100 (b) 1500 CC Short Box 2WD 5.3LV-8 6,800 (b,p) 1500 CC Short Box 2WD (XFE) 5.3LV-8 7,000 (b,p) 1500 CC Short Box 2WD 5.3LV-8 9,600 (g,p) 1500 CC Short Box 2WD 6.2LV-8 6.700(g) 1500 CC Short Box 2WD 6.2LV-8 9,700 (g,p) 1500 CC Short Box 2WD 6.2LV-8 10,600 (i,t) 1500 CC Short Box 4WD 4.8LV-8 5.500(g) 1500 CC Short Box 4WD 5.3LV-8 6.000(b) 1500 CC Short Box 4WD 5.3LV-8 6,700 (b,p) 1500 CC Short Box 4WD 5.3LV-8 9,500 (g,p) 1500 CC Short Box 4WD 6.2LV-8 6.400(g) 1500 CC Short Box 4WD 6.2LV-8 9,400 (g,p) 1500 CC Short Box 4WD 6.2LV-8 10,400 (i,t) Sierra Denali CC Shortbed, 1500 2VUD and AMID Sierra Denali CC SB 2WD 6.2LV-8 6,600 Sierra Denali CC SB 2WD 6.2LV-8 9,600 (p) Sierra Denali CC SB AWD 6.2LV-8 6,400 Sierra Denali CC SB AWD 6.2LV-8 9,400 (p) Silverado/Sierra 1500 Reg Cab Longbed 1500 Reg Cab LB 2WD 4.3LV-6 4.700(e) 1500 Reg Cab LB 2WD 4.3LV-6 5,200® 1500 Reg Cab LB 2WD 4.8LV-8 5.100(e) 1500 Reg Cab LB 2WD 4.8LV-8 7,100® 1500 Reg Cab LB 2WD 5.3LV-8 7,200 (b,p) 1500 Reg Cab LB 2WD 5.3LV-8 6.500(g) 1500 Reg Cab LB 2WD 5.3LV-8 10,000/8,800 (g,p) 1500 Reg Cab LB 4WD 4.3LV-6 4,900® 1500 Reg Cab LB 4WD 4.8LV-8 5.800(g) 1500 Reg Cab LB 4WD 5.3LV-8 6.300(b) 1500 Reg Cab LB 4WD 5.3LV-8 7,000 (b,p) 1500 Reg Cab LB 4WD 5.3LV-8 9,800/9,700 (g,p) Silverado/Sierra 1500 Ext Cab Longbed 1500 Ext Cab LB 2WD 5.3LV-8 6.000(b) 1500 Ext Cab LB 2WD 5.3LV-8 6,700 (b,p) 1500 Ext Cab LB 2WD 5.3LV-8 9,500/8,900 (g,p) Silverado/Sierra Two-Mode Hybrid Two-mode hybrid 2WD 6.0LV-8 6,100 Two-mode hybrid 4WD 6.0LV-8 5,900 Silverado/Sierra 2500 Ext Cab Std Bed 2500 Ext Cab Std Bed 2WD 6.0LV-8 9,800® 2500 Ext Cab Std Bed 2WD 6.0LV-8 13,000/14,300 (k) 2500 Ext Cab Std Bed 2WD 6.6LV-8TD 17,500 2500 Ext Cab Std Bed 4WD 6.0LV-8 9,500® 2500 Ext Cab Std Bed 4WD 6.0LV-8 13,000/14,000 (k) 2500 Ext Cab Std Bed 4WD 6.6LV-8 TD 17,200 Silverado/Sierra 2500 CC Std Bed 2500 CC Std Bed 2WD 6.0LV-8 9,700® 2500 CC Std Bed 2WD 6.0LV-8 13,000/14,200 (k) 2500 CC Std Bed 2WD 6.6LV-8 TD 17,400 Sierra Denali 2500 2WD 6.6LV-8 TD 17,200 2500 CC Std Bed 4WD 6.0LV-8 9,400® 2500 CC Std Bed 4WD 6.0LV-8 13,000/13,900 (k) 2500 CC Std Bed 4WD 6.6LV-8 TD 16,700 Sierra Denali 2500 4WD 6.0LV-8 9,300/9,300® Sierra Denali 2500 4WD 6.6LV-8 TD 15,600 Silverado/Sierra 2500 Reg Cab Longbed 2500 Reg Cab LB 2WD 6.0LV-8 10,200® 2500 Reg Cab LB 2WD 6.0LV-8 13,000/14,700 (k) 2500 Reg Cab LB 2WD 6.6LV-8 TD 17,800 2500 Reg Cab LB 4WD 6.0LV-8 9,900® 2500 Reg Cab LB 4WD 6.0LV-8 13,000/14,400 (k) 2500 Reg Cab LB 4WD 6.6LV-8 TD 17,500 Silverado/Sierra 2500 Ext Cab Longbed 2500 Ext Cab LB 2WD 6.0LV-8 9,700® 2500 Ext Cab LB 2WD 6.0LV-8 13,000/14,200 (k) 2500 Ext Cab LB 2WD 6.6LV-8 TD 17,400 2500 Ext Cab LB 4WD 6.0LV-8 9,400® 2500 Ext Cab LB 4WD 6.0LV-8 13,000/13,900 (k) 2500 Ext Cab LB 4WD 6.6LV-8 TD 16,500 Silverado/Sierra 2500 CC Longbed 2500CCLB2WD 6.0LV-8 9,600® 2500CCLB2WD 6.0LV-8 13,000/14,100 (k) 2500CCLB2WD 6.6LV-8 TD 17,200 2500CCLB4WD 6.0LV-8 9,300® 2500CCLB4WD 6.0LV-8 13,000/13,800 (k) 2500CCLB4WD 6.6LV-8 TD 15,600 Silverado/Sierra 3500 Reg Cab 3500 Reg Cab SRW2WD 6.0LV-8 13,000/14,500 (k) 3500 Reg Cab DRW 2WD 6.0LV-8 9,600® 3500 Reg Cab DRW 2WD 6.0LV-8 14,100 (k) 3500 Reg Cab SRW4WD 6.0LV-8 9,700® 3500 Reg Cab SRW4WD 6.0LV-8 13,000/14,200 (k) 3500 Reg Cab SRW4WD 6.6LV-8 TD 17,400 3500 Reg Cab DRW 4WD 6.0LV-8 9,300® 3500 Reg Cab DRW 4WD 6.0LV-8 13,800 (k) 3500 Reg Cab DRW 4WD 6.6LV-8 TD 21,700 Silverado/Sierra 3500 Ext Cab 3500 Ext Cab SRW2WD 6.0LV-8 9,500® 3500 Ext Cab SRW2WD 6.0LV-8 13,000/14,000 (k) 3500 Ext Cab SRW2WD 6.6LV-8 TD 17,300 3500 Ext Cab DRW 2WD 6.0LV-8 9,100® 3500 Ext Cab DRW 2WD 6.0LV-8 13,600 (k) 3500 Ext Cab DRW 2WD 6.6LV-8 TD 21,500 3500 Ext Cab SRW4WD 6.0LV-8 9,200® 18 | 2011 TRAILER LIFE Towing Guide Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents 3500 Ext Cab SRW4WD 6.0LV-8 13,000/13,700 (k) 3500 Ext Cab SRW4WD 6.6LV-8 TD 16,900 3500 Ext Cab DRW 4WD 6.0LV-8 8,900® 3500 Ext Cab DRW 4WD 6.0LV-8 13,400 (k) 3500 Ext Cab DRW 4WD 6.6LV-8 TD 21,300 Silverado/Sierra 3500 CC 3500 CCStd Bed SRW2WD 6.0LV-8 9,500® 3500 CCStd Bed SRW2WD 6.0LV-8 13,000/14,000 (k) 3500CCStd BedSRW2WD 6.6LV-8 TD 17,200 3500CCStd BedSRW2WD Denali 6.6LV-8 TD 17,100 3500CCStd Bed SRW4WD 6.0LV-8 9,200® 3500CCStd Bed SRW4WD 6.0LV-8 13,000/13,700 (k) 3500CCStd BedSRW4WD 6.6LV-8 TD 17,000 3500 CCStd Bed SRW4WD Denali 6.6LV-8 TD 16,800 3500 CC LB SRW 2WD 6.0LV-8 9,400® 3500 CC LB SRW 2WD 6.0LV-8 13,000/13,900 (k) 3500 CC LB SRW 2WD 6.6LV-8TD 17,300 3500CCLBDRW2WD 6.0LV-8 9,000® 3500CCLBDRW2WD 6.0LV-8 13,500 (k) 3500CCLBDRW2WD 6.6LV-8TD 21,500 3500 CC LB DRW 2WD Denali 6.6LV-8 TD 21,300 3500CCLBSRW4WD 6.0LV-8 9,100® 3500CCLBSRW4WD 6.0LV-8 13,000/13,600 (k) 3500CCLBSRW4WD 6.6LV-8TD 16,800 3500CCLBDRW4WD 6.0LV-8 8,700® 3500CCLBDRW4WD 6.0LV-8 13,200 (k) 3500 CC LB DRW 4WD& Denali 6.6LV-8 TD 21,000 Chevy Tahoe and Suburban, GMC Yukon, Yukon XL, Yukon and Yukon XL Denali 1500 Series Tahoe/Yukon 2WD 5.3LV-8 5,600 (b) Tahoe/Yukon 2WD 5.3LV-8 6,000 (g) Tahoe/Yukon 2WD 5.3LV-8 8,500 (g,p) Tahoe/Yukon Two-Mode Hybrid, 2WD 6.0LV-8 6,200 Tahoe/Yukon 4WD 5.3LV-8 5,200 (b) Tahoe/Yukon 4WD 5.3LV-8 5,700 (g) Tahoe/Yukon 4WD 5.3LV-8 8,200 (g,p) Tahoe/Yukon Two-Mode Hybrid, 4WD 6.0LV-8 5,900 Suburban/Yukon XL 2WD 5.3LV-8 5,100 (b) Suburban/Yukon XL 2WD 5.3LV-8 5,600 (g) Suburban/Yukon XL 2WD 5.3LV-8 8,100 (g,p) Suburban/Yukon XL 4WD 5.3LV-8 5,000 (b) Suburban/Yukon XL 4WD 5.3LV-8 5,500 (g) Suburban/Yukon XL 4WD 5.3LV-8 8,000 top) Yukon Denali 2WD 6.2LV-8 8,300 Yukon Denali AWD 6.2LV-8 8,100 Yukon XL Denali 2WD 6.2LV-8 7,900 Yukon XL Denali AWD 6.2LV-8 7,800 Chevy Suburban, GMC Yukon XL 2500 2500 Long Wheelbase 2WD 6.0LV-8 9,600 2500 Long Wheelbase 4WD 6.0LV-8 9,400 Chrysler/Podge Grand Caravan 3.6LV-6 3,600 (t) Journey 3.6LV-6 2,500 Town and Country 3.8LV-6 3,600 (t) Dodge Dakota Dakota Ext Cab SB 2WD 3.7LV-6 3,350 (m6,d) Dakota Ext Cab SB 2WD 3.7LV-6 4,650 (a4,h) Dakota Ext Cab SB 2WD 3.7LV-6 4,950 (a4,j) Dakota Ext Cab SB 2WD 4.7LV-8 6,050 (a5,h) Dakota Ext Cab SB 2WD 4.7LV-8 7,250 (a5j) Dakota Ext Cab SB 4WD 3.7LV-6 3,950 (m6,h) Dakota Ext Cab SB 4WD 3.7LV-6 3,900 (a4,h) Dakota Ext Cab SB 4WD 3.7LV-6 4,750 (a4,j) Dakota Ext Cab SB 4WD 4.7LV-8 5,850 (a5,h) Dakota Ext Cab SB 4WD 4.7LV-8 7,050 (a5,j) Dakota CC SB 2WD 3.7LV-6 4,450 (a4,h) Dakota CC SB 2WD 3.7LV-6 4,750 (a4j) Dakota CC SB 2WD 4.7LV-8 5,800 (a5,h) Dakota CC SB 2WD 4.7LV-8 7,000 (a5j) Dakota CC SB 4WD 3.7LV-8 3,750 (m6,h) Dakota CC SB 4WD 3.7LV-8 4,600 (a4j) Dakota CC SB 4WD 4.7LV-8 5,600 (a5,h) Dakota CC SB 4WD 4.7LV-8 6,800 (a5j) Durango RWD 3.6LV-6 6,200 Durango RWD 5.7LV-8 7,400 Durango AWD 3.6LV-6 6,200 Durango AWD 5.7LV-8 7,200 Ram 1500 Regular Cab 1500 Reg Cab SB 2WD 3.7LV-6 3,750 (a4,h/j) 1500 Reg Cab SB 2WD 4.7LV-8 7,600 (a5,h/j) 1500 Reg Cab SB 2WD 5.7LV-8 7,100 (a5,d) 1500 Reg Cab SB 2WD 5.7LV-8 9,100 (a5,h/j) 1500 Reg Cab SB 2WD R/T model 5.7LV-8 5,000 (a5,k) 1500 Reg Cab SB 4WD 4.7LV-8 7,450 (a5,h/j) 1500 Reg Cab SB 4WD 5.7LV-8 8,900 (a5,h/j) Ram 1500 Regular Cab Longbed 1500 Reg Cab LB 2WD 3.7LV-6 3,600 (a4,h/j) 1500 Reg Cab LB 2WD 4.7LV-8 7,450 (a5,h/j) 1500 Reg Cab LB 2WD 5.7LV-8 6,900 (a5,d) 1500 Reg Cab LB 2WD 5.7LV-8 8,900 (a5,h) 1500 Reg Cab LB 2WD 5.7LV-8 10,400 (a5j) 1500 Reg Cab LB 4WD 4.7LV-8 7,300 (a5,h/j) 1500 Reg Cab LB 4WD 5.7LV-8 8,750 (a5,h) 1500 Reg Cab LB 4WD 5.7LV-8 10,450 (a5j) Ram 1500 Quad Cab Ram 1500 Quad Cab 2WD 3.7LV-6 3,450 (a4,h/j) Ram 1500 Quad Cab 2WD 4.7LV-8 7,300 (a5,h/j) Ram 1500 Quad Cab 2WD 5.7LV-8 6,750 (a5,d) Ram 1500 Quad Cab 2WD 5.7LV-8 8,700 (a5,h) Ram 1500 Quad Cab 2WD 5.7LV-8 10,250 (a5j) 2011 TRAILER LIFE Towing Guide | 19 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Ram 1500 Quad Cab 4WD 4.7L V-8 7,150 (a5,h/j) Ram 1500 Quad Cab 4WD 5.7LV-8 8,550 (a5,h) Ram 1500 Quad Cab 4WD 5.7LV-8 10,050 (a5j) Ram 1500 Crew Cab Ram 1500 CC2WD 4.7LV-8 7,250 (a5,h/j) Ram 1500 CC2WD 5.7LV-8 6,700 (a5,d) Ram 1500 CC2WD 5.7LV-8 8,700 (a5,h) Ram 1500 CC2WD 5.7LV-8 10,200 (a5j) Ram 1500 CC4WD 4.7LV-8 7,050 (a5,h/j) Ram 1500 CC4WD 5.7LV-8 8,500 (a5,h) Ram 1500 CC4WD 5.7LV-8 10,000 (a5j) Ram 2500 Regular Cab Longbed Ram 2500 LB 2WD 5.7LV-8 9,300 (a5,i) Ram 2500 LB 2WD 5.7LV-8 12,300 (a5,k) Ram 2500 LB 2WD 6.7LI-6TD 12,350 (m6,g) Ram 2500 LB 2WD 6.7LI-6TD 13,350 (m6,i) Ram 2500 LB 2WD 6.7LI-6TD 10,450 (a6,g) Ram 2500 LB 2WD 6.7LI-6TD 13,450 (a6,i) Ram 2500 LB 2WD 6.7LI-6TD 15,450 (a6,k) Ram 2500 LB 4WD 5.7LV-8 8,850 (a5,i) Ram 2500 LB 4WD 5.7LV-8 11,850 (a5,k) Ram 2500 LB 4WD 6.7LI-6TD 12,000 (m6,g) Ram 2500 LB 4WD 6.7LI-6TD 13,000 (m6,i) Ram 2500 LB 4WD 6.7LI-6TD 10,050 (a6,g) Ram 2500 LB 4WD 6.7LI-6TD 13,050 (a6,i) Ram 2500 LB 4WD 6.7LI-6TD 15,050 (a6,k) Ram 2500 Crew Cab Shortbed Ram 2500 Crew Cab SB 2WD 5.7LV-8 9,100 (a5,i) Ram 2500 Crew Cab SB 2WD 5.7LV-8 12,100 (a5,k) Ram 2500 Crew Cab SB 2WD 6.7LI-6TD 12,100 (m6,g) Ram 2500 Crew Cab SB 2WD 6.7LI-6TD 13,100 (m6,i) Ram 2500 Crew Cab SB 2WD 6.7LI-6TD 10,200 (a6,g) Ram 2500 Crew Cab SB 2WD 6.7LI-6TD 13,200 (a6,i) Ram 2500 Crew Cab SB 2WD 6.7LI-6TD 15,200 (a6,k) Ram 2500 Crew Cab SB 4WD 5.7LV-8 8,600 (a5,i) Ram 2500 Crew Cab SB 4WD 5.7LV-8 11,600 (a5,k) Ram 2500 Power Wagon 4WD 5.7LV-8 10,100 (a5,o) Ram 2500 Crew Cab SB 4WD 6.7LI-6TD 11,600 (m6,g) Ram 2500 Crew Cab SB 4WD 6.7LI-6TD 12,600 (m6,i) Ram 2500 Crew Cab SB 4WD 6.7LI-6TD 9,700 (a6,g) Ram 2500 Crew Cab SB 4WD 6.7LI-6TD 12,700 (a6,i) Ram 2500 Crew Cab SB 4WD 6.7LI-6TD 14,700 (a6,k) Ram 2500 Crew Cab Longbed Ram 2500 Crew Cab LB 2WD 5.7LV-8 8,850 (a5,i) Ram 2500 Crew Cab LB 2WD 5.7LV-8 11,850 (a5,k) Ram 2500 Crew Cab LB 2WD 6.7LI-6TD 11,950 (m6,g) Ram 2500 Crew Cab LB 2WD 6.7LI-6TD 12,950 (m6,i) Ram 2500 Crew Cab LB 2WD 6.7LI-6TD 10,050 (a6,g) Ram 2500 Crew Cab LB 2WD 6.7LI-6TD 13,050 (a6,i) Ram 2500 Crew Cab LB 2WD 6.7LI-6TD 15,050 (a6,k) Ram 2500 Crew Cab LB 4WD 5.7LV-8 8,500 (a5,i) Ram 2500 Crew Cab LB 4WD 5.7LV-8 11,500 (a5,k) 20 | 2011 TRAILER LIFE Towing Guide Ram 2500 Crew Cab LB 4WD 6.7LI-6TD 11,550 (m6,g) Ram 2500 Crew Cab LB 4WD 6.7LI-6TD 12,550 (m6,i) Ram 2500 Crew Cab LB 4WD 6.7LI-6TD 9,650 (a6,g) Ram 2500 Crew Cab LB 4WD 6.7LI-6TD 12,650 (a6,i) Ram 2500 Crew Cab LB 4WD 6.7LI-6TD 14,650 (a6,k) Ram 2500 Mega Cab Ram 2500 Mega Cab 2WD 5.7LV-8 8,550 (a5,i) Ram 2500 Mega Cab 2WD 5.7LV-8 11,550 (a5,k) Ram 2500 Mega Cab 2WD 6.7LI-6TD 11,700 (m6,g) Ram 2500 Mega Cab 2WD 6.7LI-6TD 12,700 (m6,i) Ram 2500 Mega Cab 2WD 6.7LI-6TD 9,800 (a6,g) Ram 2500 Mega Cab 2WD 6.7LI-6TD 12,800 (a6,i) Ram 2500 Mega Cab 2WD 6.7LI-6TD 14,800 (a6,k) Ram 2500 Mega Cab 4WD 5.7LV-8 8,150 (a5,i) Ram 2500 Mega Cab 4WD 5.7LV-8 11,150 (a5,k) Ram 2500 Mega Cab 4WD 6.7LI-6TD 11,200 (m6,g) Ram 2500 Mega Cab 4WD 6.7LI-6TD 12,200 (m6,i) Ram 2500 Mega Cab 4WD 6.7LI-6TD 9,300 (a6,g) Ram 2500 Mega Cab 4WD 6.7LI-6TD 12,300 (a6,i) Ram 2500 Mega Cab 4WD 6.7LI-6TD 14,300 (a6,k) Ram 3500 Regular Cab Longbed Ram 3500 Regular Cab LB DRW 2WD 6.7LI-6TD 12,000 (m6,g) Ram 3500 Regular Cab LB DRW 2WD 6.7LI-6TD 14,000 (m6,i) Ram 3500 Regular Cab LB DRW 2WD 6.7LI-6TD 10,100 (a6,g) Ram 3500 Regular Cab LB DRW 2WD 6.7LI-6TD 14,100 (a6,i) Ram 3500 Regular Cab LB DRW 2WD 6.7LI-6TD 17,600 (a6,k) Ram 3500 Regular Cab LB DRW 4WD 6.7LI-6TD 11,700 (m6,g) Ram 3500 Regular Cab LB DRW 4WD 6.7LI-6TD 13,700 (m6,i) Ram 3500 Regular Cab LB DRW 4WD 6.7LI-6TD 9,800 (a6,g) Ram 3500 Regular Cab LB DRW 4WD 6.7LI-6TD 13,800 (a6,i) Ram 3500 Regular Cab LB DRW 4WD 6.7LI-6TD 17,300 (a6,k) Ram 3500 Crew Cab Shortbed Ram 3500 Crew Cab SB SRW2WD 6.7LI-6TD 12,000 (m6,g) Ram 3500 Crew Cab SB SRW2WD 6.7LI-6TD 14,000 (m6,i) Ram 3500 Crew Cab SB SRW2WD 6.7LI-6TD 10,100 (a6,g) Ram 3500 Crew Cab SB SRW2WD 6.7LI-6TD 14,100 (a6,i) Ram 3500 Crew Cab SB SRW2WD 6.7LI-6TD 17,100 (a6,k) Ram 3500 Crew Cab SB SRW4WD 6.7LI-6TD 11,800 (m6,g) Ram 3500 Crew Cab SB SRW4WD 6.7LI-6TD 13,800 (m6,i) Ram 3500 Crew Cab SB SRW4WD 6.7LI-6TD 9,900 (a6,g) Ram 3500 Crew Cab SB SRW4WD 6.7LI-6TD 13,900 (a6,i) Ram 3500 Crew Cab SB SRW4WD 6.7LI-6TD 16,900 (a6,k) Ram 3500 Crew Cab Longbed Ram 3500 Crew Cab LB SRW2WD 6.7LI-6TD 11,900 (m6,g) Ram 3500 Crew Cab LB SRW2WD 6.7LI-6TD 13,900 (m6,i) Ram 3500 Crew Cab LB SRW2WD 6.7LI-6TD 10,000 (a6,g) Ram 3500 Crew Cab LB SRW2WD 6.7LI-6TD 14,000 (a6,i) Ram 3500 Crew Cab LB SRW2WD 6.7LI-6TD 17,000 (a6,k) Ram 3500 Crew Cab LB DRW 2WD 6.7LI-6TD 11,500 (m6,g) Ram 3500 Crew Cab LB DRW 2WD 6.7LI-6TD 13,500 (m6,i) Ram 3500 Crew Cab LB DRW 2WD 6.7LI-6TD 9,550 (a6,g) Ram 3500 Crew Cab LB DRW 2WD 6.7LI-6TD 13,550 (a6,i) Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Ram 3500 Crew Cab LB DRW 2WD 6.7LI-6TD 17,050 (a6,k) Ram 3500 Crew Cab LB SRW4WD 6.7LI-6TD 11,700 (m6,g) Ram 3500 Crew Cab LB SRW4WD 6.7LI-6TD 13,700 (m6,i) Ram 3500 Crew Cab LB SRW4WD 6.7LI-6TD 9,800 (a6,g) Ram 3500 Crew Cab LB SRW4WD 6.7LI-6TD 13,800 (a6,i) Ram 3500 Crew Cab LB SRW4WD 6.7LI-6TD 16,800 (a6,k) Ram 3500 Crew Cab LB DRW 4WD 6.7LI-6TD 11,350 (m6,g) Ram 3500 Crew Cab LB DRW 4WD 6.7LI-6TD 13,350 (m6,i) Ram 3500 Crew Cab LB DRW 4WD 6.7LI-6TD 9,400 (a6,g) Ram 3500 Crew Cab LB DRW 4WD 6.7LI-6TD 13,400 (a6,i) Ram 3500 Crew Cab LB DRW 4WD 6.7LI-6TD 16,900 (a6,k) Ram 3500 Mega Cab Ram 3500 Mega Cab SRW2WD 6.7LI-6TD 11,700 (m6,g) Ram 3500 Mega Cab SRW2WD 6.7LI-6TD 13,700 (m6,i) Ram 3500 Mega Cab SRW2WD 6.7LI-6TD 9,800 (a6,g) Ram 3500 Mega Cab SRW2WD 6.7LI-6TD 13,800 (a6,i) Ram 3500 Mega Cab SRW2WD 6.7LI-6TD 16,800 (a6,k) Ram 3500 Mega Cab DRW 2WD 6.7LI-6TD 11,350 (m6,g) Ram 3500 Mega Cab DRW 2WD 6.7LI-6TD 13,350 (m6,i) Ram 3500 Mega Cab DRW 2WD 6.7LI-6TD 9,450 (a6,g) Ram 3500 Mega Cab DRW 2WD 6.7LI-6TD 13,450 (a6,i) Ram 3500 Mega Cab DRW 2WD 6.7LI-6TD 19,950 (a6,k) Ram 3500 Mega Cab SRW4WD 6.7LI-6TD 11,250 (m6,g) Ram 3500 Mega Cab SRW4WD 6.7LI-6TD 13,250 (m6,i) Ram 3500 Mega Cab SRW4WD 6.7LI-6TD 9,300 (a6,g) Ram 3500 Mega Cab SRW4WD 6.7LI-6TD 13,300 (a6,i) Ram 3500 Mega Cab SRW4WD 6.7LI-6TD 16,300 (a6,k) Ram 3500 Mega Cab DRW 4WD 6.7LI-6TD 10,950 (m6,g) Ram 3500 Mega Cab DRW 4WD 6.7LI-6TD 12,950 (m6,i) Ram 3500 Mega Cab DRW 4WD 6.7LI-6TD 9,000 (a6,g) Ram 3500 Mega Cab DRW 4WD 6.7LI-6TD 13,000 (a6,i) Ram 3500 Mega Cab DRW 4WD 6.7LI-6TD 16,500 (a6,k) Ram 3500,4500,5500 Chassis Cabs Ram 3500 Reg. Chassis Cab SRW 2WD 6.7LI-6TD 12,250 (m6,g) Ram 3500 Reg. Chassis Cab SRW 2WD 6.7LI-6TD 17,250 (m6,i/k) Ram 3500 Reg. Chassis Cab SRW 2WD 6.7LI-6TD 17,150 (a6,k) Ram 3500 Reg. Chassis Cab SRW 4WD 6.7LI-6TD 12,000 (m6,g) Ram 3500 Reg. Chassis Cab SRW 4WD 6.7LI-6TD 17,000 (m6,i/k) Ram 3500 Reg. Chassis Cab SRW 4WD 6.7LI-6TD 16,950 (a6,k) Ram 3500 Reg. Chassis Cab DRW 2WD 5.7LV-8 10,850 (a5,k) Ram 3500 Reg. Chassis Cab DRW 2WD 6.7LI-6TD 11,750 (m6,g) Ram 3500 Reg. Chassis Cab DRW 2WD 6.7LI-6TD 16,750 (m6,i) Ram 3500 Reg. Chassis Cab DRW 2WD 6.7LI-6TD 18,750 (m6,k) Ram 3500 Reg. Chassis Cab DRW 2WD 6.7LI-6TD 18,700 (a6,k) Ram 3500 Reg. Chassis Cab DRW 4WD 5.7LV-8 10,600 (a5,k) Ram 3500 Reg. Chassis Cab DRW 4WD 6.7LI-6TD 11,650 (m6,g) Ram 3500 Reg. Chassis Cab DRW 4WD 6.7LI-6TD 16,650 (m6,i) Ram 3500 Reg. Chassis Cab DRW 4WD 6.7LI-6TD 18,650 (m6,k) Ram 3500 Reg. Chassis Cab DRW 4WD 6.7LI-6TD 18,550 (a6,k) Ram 3500 Crew Chassis Cab SRW 2WD 6.7L 1-6 TD 11,900 (m6,g) Ram 3500 Crew Chassis Cab SRW 2WD 6.7L 1-6 TD 16,900 (m6,i/k) Ram 3500 Crew Chassis Cab SRW 2WD 6.7L 1-6 TD 16,800 (a6,k) Ram 3500 Crew Chassis Cab SRW 4WD 6.7L 1-6 TD 11,600 (m6,g) Ram 3500 Crew Chassis Cab SRW 4WD 6.7L 1-6 TD 16,600 (m6,i/k) Ram 3500 Crew Chassis Cab SRW 4WD 6.7L 1-6 TD 16,550 (a6,k) Ram 3500 Crew Chassis Cab DRW 2WD 5.7LV-8 10,350 (a5,k) Ram 3500 Crew Chassis Cab DRW 2WD 6.7L 1-6 TD 11,350 (m6,g) Ram 3500 Crew Chassis Cab DRW 2WD 6.7L 1-6 TD 16,350 (m6,i) Ram 3500 Crew Chassis Cab DRW 2WD 6.7L 1-6 TD 18,350 (m6,k) Ram 3500 Crew Chassis Cab DRW 2WD 6.7L 1-6 TD 18,250 (a6,k) Ram 3500 Crew Chassis Cab DRW 4WD 5.7LV-8 10,100 (a5,k) Ram 3500 Crew Chassis Cab DRW 4WD 6.7L 1-6 TD 11,050 (m6,g) Ram 3500 Crew Chassis Cab DRW 4WD 6.7L 1-6 TD 16,050 (m6,i) Ram 3500 Crew Chassis Cab DRW 4WD 6.7L 1-6 TD 18,050 (m6,k) Ram 3500 Crew Chassis Cab DRW 4WD 6.7L 1-6 TD 18,000 (a6,k) Me: Maximum weights for shortest wheelbase chassis shown. Weights for longer wheelbase models maybe less. Ram 4500 Reg. Chassis Cab 2WD 6.7LI-6TD 18,350 (m6,k/n) Ram 4500 Reg. Chassis Cab 2WD 6.7LI-6TD 18,300 (a6,n/q) Ram 4500 Reg. Chassis Cab 4WD 6.7LI-6TD 17,800 (m6,k/n) Ram 4500 Reg. Chassis Cab 4WD 6.7LI-6TD 17,750 (a6,n/q) Ram 4500 Crew Chassis Cab 2WD 6.7LI-6TD 17,650 (m6,k/n) Ram 4500 Crew Chassis Cab 2WD 6.7LI-6TD 17,600 (a6,n/q) Ram 4500 Crew Chassis Cab 4WD 6.7LI-6TD 17,250 (m6,k/n) Ram 4500 Crew Chassis Cab 4WD 6.7LI-6TD 17,200 (a6,n/q) Ram 5500 Reg. Chassis Cab 2WD 6.7LI-6TD 18,300 (m6,n) Ram 5500 Reg. Chassis Cab 2WD 6.7LI-6TD 18,250 (a6,q) Ram 5500 Reg. Chassis Cab 4WD 6.7LI-6TD 17,800 (m6,n) Ram 5500 Reg. Chassis Cab 4WD 6.7LI-6TD 17,750 (a6,q) Ram 5500 Crew Chassis Cab 2WD 6.7LI-6TD 17,600 (m6,n) Ram 5500 Crew Chassis Cab 2WD 6.7LI-6TD 17,550 (a6,q) Ram 5500 Crew Chassis Cab 4WD 6.7LI-6TD 17,200 (m6,n) Ram 5500 Crew Chassis Cab 4WD 6.7LI-6TD 17,150 (a6,q) \ FORD E-Series Van/Wagon E-150 Van 4.6LV-8 6,000® E-150 Van 4.6LV-8 6,500 (k) E-150 Van 5.4LV-8 7,500 (i/k) E-150 Extended Van 4.6LV-8 5,900® E-150 Extended Van 4.6LV-8 6,400 (k) E-150 Extended Van 5.4LV-8 7,300 (i/k) E-250Van 4.6LV-8 6,000® E-250 Van 4.6LV-8 6,500 (k) E-250 Van 5.4LV-8 7,400 (i/k) E-250 Extended Van 4.6LV-8 5,900® E-250 Extended Van 4.6LV-8 6,400 (k) E-250 Extended Van 5.4LV-8 7,300 (i/k) E-350 Super Duty Van 5.4LV-8 7,400 (i/k) E-350 Super Duty Van 6.8LV-10 9,100® E-350 Super Duty Van 6.8LV-10 10,000 (k) E-350 Super Duty Extended Van 5.4LV-8 7,200 (i/k) E-350 Super Duty Extended Van 6.8LV-10 9,000® E-350 Super Duty Extended Van 6.8LV-10 10,000 (k) E-150 Wagon 4.6LV-8 5,600® E-150 Wagon 4.6LV-8 6,100 (k) E-150 Wagon 5.4LV-8 7,000 (i/k) E-350 Super Duty Wagon 5.4LV-8 6,700 (i/k) 2011 TRAILER LIFE Towing Guide | 21 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents E-350 Super Duty Wagon 6.8LV-10 8,500® E-350 Super Duty Wagon 6.8LV-10 10,000 (k) E-350 Super Duty Ext. Wagon 5.4LV-8 6,500 (i/k)* E-350 Super Duty Ext. Wagon 6.8LV-10 8,300®* E-350 Super Duty Ext. Wagon 6.8LV-10 10,000 (k)* Ratings for ll-passengervan. Ratings for 14- to 15-passenger van up to 200pounds less. Edge, Escape, Explorer, Expedition, Flex Edge All 2,000 Edge All 3,500 (t) Escape 3.0LV-6 3,500 (t) Explorer 2.0LTC 2,000 Explorer 3.5LV-6 2,000 Explorer 3.5LV-6 5,000 (t) Expedition 2WD/4WD 5.4LV-8 6,000 (all) Expedition 2WD 5.4LV-8 9,200 (t) Expedition 4WD 5.4LV-8 8,900 (t) Expedition EL 2WD 5.4LV-8 6,000 Expedition EL 2WD 5.4LV-8 8,900 (t) Expedition EL 4WD 5.4LV-8 6,000 Expedition EL 4WD 5.4LV-8 8,700 (t) Flex 3.5LV-6 2,000 Flex 3.5LV-6 4,500 (t) Ranger Ranger Regular Cab SB 2WD 2.3LI-4 2,160 Ranger Regular Cab LB2WD 2.3LI-4 2,160 Ranger Regular Cab LB2WD 4.0LV-6 5,960 Ranger SuperCab 2WD 2.3LI-4 2,000 Ranger SuperCab 2WD 4.0LV-6 3,340 (m) Ranger SuperCab 2WD 4.0LV-6 3,280 (m*) Ranger SuperCab 2WD 4.0LV-6 5,800 Ranger SuperCab 2WD 4.0LV-6 5,740* *RangerSport. Ranger SuperCab 4WD 4.0LV-6 3,100 (m) Ranger SuperCab 4WD 4.0LV-6 5,560 F-150 F-150 Reg. Cab Std Bed 2WD 3.7LV-6 5,500 (h) F-150 Reg. Cab Std Bed 2WD 3.7LV-6 6,000® F-150 Reg. Cab Std Bed 2WD 5.0LV-8 7,900 (f) F-150 Reg. Cab Std Bed 2WD 5.0LV-8 8,300 (h) F-150 Reg. Cab LB 2WD 3.7LV-6 5,600 (h) F-150 Reg. Cab LB 2WD 3.7LV-6 6,100® F-150 Reg. Cab LB 2WD 5.0LV-8 8,400 (f) F-150 Reg. Cab LB 2WD 5.0LV-8 9,800 (h) F-150 Reg. Cab LB 2WD 5.0LV-8 10,000® F-150 Reg. Cab LB 2WD 3.5LV-6 TC 8,800 (c) F-150 Reg. Cab LB 2WD 3.5LV-6 TC 9,800 (h) F-150 Reg. Cab LB 2WD 3.5LV-6 TC 11,300 ar F-150 Reg. Cab Std Bed 4WD 3.7LV-6 5,700® F-150 Reg. Cab Std Bed 4WD 5.0LV-8 7,600 (h) F-150 Reg. Cab Std Bed 4WD 5.0LV-8 8,000® F-150 Reg. Cab LB 4WD 3.7LV-6 5,800® 22 | 2011 TRAILER LIFE Towing Guide F-150 Reg. Cab LB 4WD 5.0LV-8 8,200 (h) F-150 Reg. Cab LB 4WD 5.0LV-8 9,800® F-150 Reg. Cab LB 4WD 3.5LV-6 TC 8,600 (f) F-150 Reg. Cab LB 4WD 3.5LV-6 TC 9,800 (h/i) F-150 Reg. Cab LB 4WD 3.5LV-6 TC 11,300 ar F-150 SuperCab Std Bed 2WD 3.7LV-6 5,800® F-150 SuperCab Std Bed 2WD 5.0LV-8 8,100 (f) F-150 SuperCab Std Bed 2WD 5.0LV-8 9,500 (h) F-150 SuperCab Std Bed 2WD 3.5LV-6TC 8,600 (c) F-150 SuperCab Std Bed 2WD 3.5LV-6TC 9,800 (h) F-150 SuperCab Std Bed 2WD 3.5LV-6TC 11,300 (i,t) F-150 SuperCab LB 2WD 5.0LV-8 9,600® F-150 SuperCab LB 2WD 3.5LV-6 TC 11,300 ar F-150 SVT Raptor SuperCab SB 4WD 6.2LV-8 6,000 (k) F-150 SuperCab Std Bed 4WD 3.7LV-6 5,500® F-150 SuperCab Std Bed 4WD 5.0LV-8 7,800 (h) F-150 SuperCab Std Bed 4WD 5.0LV-8 9,400® F-150 SuperCab Std Bed 4WD 3.5LV-6TC 8,400 (f) F-150 SuperCab Std Bed 4WD 3.5LV-6TC 9,800 (h/i) F-150 SuperCab Std Bed 4WD 3.5LV-6TC 11,300 (i,t) F-150 SuperCab LB 4WD 5.0LV-8 9,300® F-150 SuperCab LB 4WD 3.5LV-6TC 11,200 (i,t)* F-150 SuperCrew Cab SB 2WD 3.7LV-6 5,700® F-150 SuperCrew Cab SB 2WD 5.0LV-8 8,000 (h) F-150 SuperCrew Cab SB 2WD 5.0LV-8 9,400® F-150 SuperCrew Cab SB 2WD 3.5LV-6TC 8,500 (c) F-150 SuperCrew Cab SB 2WD 3.5LV-6TC 9,800 (h) F-150 SuperCrew Cab SB 2WD 3.5LV-6TC 11,300 (i,t) F-150 SuperCrew Cab SB 2WD 6.2LV-8 11,300 (i,t) F-150 SuperCrew Cab H-D Edition/Lariat Ltd. 6.2LV-8 7,500® F-150 SuperCrew Cab Std Bed 2WD 5.0LV-8 7,900 (h) F-150 SuperCrew Cab Std Bed 2WD 5.0LV-8 9,300® F-150 SuperCrew Cab Std Bed 2WD 3.5LV-6 TC 8,400 (c) F-150 SuperCrew Cab Std Bed 2WD 3.5LV-6 TC 9,700 (h) F-150 SuperCrew Cab Std Bed 2WD 3.5LV-6 TC 11,300 (i,t) F-150 SuperCrew Cab SB 4WD 5.0LV-8 7,700 (h) F-150 SuperCrew Cab SB 4WD 5.0LV-8 9,300® F-150 SuperCrew Cab SB 4WD 3.5LV-6 TC 8,200 (f) F-150 SuperCrew Cab SB 4WD 3.5LV-6 TC 9,700 (h/i) F-150 SuperCrew Cab SB 4WD 3.5LV-6 TC 11,300 (i,t) F-150 SuperCrew Cab SB 4WD 6.2LV-8 11,100 at) F-150 SuperCrew H-D Edition/Lariat Ltd. 4WD 6.2LV-8 7,200® F-150 SVT Raptor SuperCrew Cab SB 4WD 6.2LV-8 8,000 (k) F-150 SuperCrew Cab Std Bed 4WD 5.0LV-8 7,500 (h) F-150 SuperCrew Cab Std Bed 4WD 5.0LV-8 9,100® F-150 SuperCrew Cab Std Bed 4WD 3.5LV-6 TC 8,000 (f) F-150 SuperCrew Cab Std Bed 4WD 3.5LV-6 TC 9,600 (h/i) F-150 SuperCrew Cab Std Bed 4WD 3.5LV-6 TC 11,200 at) *Reguires heavy-duty payload package. F-250/F-350/F-450 Super Duty, Conventional Towing F-250/350 Reg. Cab SRW 2WD 6.2LV-8 12,500 (all) F-250/350 Reg. Cab SRW 2WD 6.7LV-8 TD 12,500 (all) F-250/350 Reg. Cab SRW 4WD 6.2LV-8 12,400® F-250/350 Reg. Cab SRW 4WD B.2LV-8 12,500 (I) Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents F-250/350 Reg. Cab SRW 4WD 6.7LV-8 TD 12,500 (all) F-350 Reg. Cab DRW 2WD 6.2LV-8 12,900(1) F-350 Reg. Cab DRW 2WD 6.2LV-8 15,000(1) F-350 Reg. Cab DRW 2WD 6.7LV-8 TD 15,000 (all) F-350 Reg. Cab DRW 4WD 6.2LV-8 12,400 (k) F-350 Reg. Cab DRW 4WD 6.2LV-8 15,000(1) F-350 Reg. Cab DRW 4WD 6.7LV-8 TD 15,000 (all) F-250/F350SCSRW2WD 6.2LV-8 12,500 (all) F-250/F350 SCSRW2WD 6.7LV-8 TD 14,000 (all) F-250 SC SRW 4WD 6.2LV-8 12,200® F-250 SCSRW4WD 6.2LV-8 12,500(1) F-250 SC SRW 4WD 6.7LV-8 TD 13,800 (all) F-350 SC SRW 4WD 6.2LV-8 12,100® F-350 SC SRW 4WD 6.2LV-8 12,500® F-350 SC SRW 4WD 6.7LV-8 TD 14,000 (all) F-350 SC DRW 2WD 6.2LV-8 12,500® F-350 SC DRW 2WD 6.2LV-8 15,000® F-350 SC DRW 2WD 6.7LV-8 TD 15,000 (all) F-350 SC DRW 4WD 6.2LV-8 12,100® F-350 SC DRW 4WD 6.2LV-8 15,000® F-350 SC DRW 4WD 6.7LV-8 TD 15,000 (all) F-250/350 CC SRW 2WD 6.2LV-8 12,400® F-250/350 CC SRW 2WD 6.2LV-8 12,500 (k) F-250/350 CC SRW 2WD 6.7LV-8 TD 14,000 (all) F-250 CC SRW 4WD 6.2LV-8 12,000® F-250 CC SRW 4WD 6.2LV-8 12,500® F-250 CC SRW 4WD 6.7LV-8 TD 14,000 (all) F-350 CC SRW 4WD 6.2LV-8 11,900® F-350 CC SRW 4WD 6.2LV-8 12,500® F-350 CC SRW 4WD 6.7LV-8 TD 14,000 (all) F-350 CC DRW 2WD 6.2LV-8 12,200® F-350 CC DRW 2WD 6.2LV-8 15,000® F-350 CC DRW 2WD 6.7LV-8 TD 16,000 (all) F-350 CC DRW 4WD 6.2LV-8 11,800® F-350 CC DRW 4WD 6.2LV-8 14,800® F-350 CC DRW 4WD 6.7LV-8 TD 16,000 (all) F-450DRW4WD 6.7LV-8 TD 16,000 (all) F-250/F-350/F-450 Super Duty, Fifth-Wheel Towing F-250/350 Reg. Cab SRW 2WD 6.2LV-8 12,700® F-250/350 Reg. Cab SRW 2WD 6.2LV-8 15,700® F-250/350 Reg. Cab SRW 2WD 6.7LV-8 TD 16,500 (all) F-250/350 Reg. Cab SRW 4WD 6.2LV-8 12,200 ® F-250/350 Reg. Cab SRW 4WD 6.2LV-8 15,200® F-250/350 Reg. Cab SRW 4WD 6.7LV-8 TD 16,100 (all) F-350 Reg. Cab DRW 2WD 6.2LV-8 12,700® F-350 Reg. Cab DRW 2WD 6.2LV-8 15,700® F-350 Reg. Cab DRW 2WD 6.7LV-8TD 22,600 F-350 Reg. Cab DRW 4WD 6.2LV-8 12,200® F-350 Reg. Cab DRW4WD 6.2LV-8 15,200® F-350 Reg. Cab DRW 4WD 6.7LV-8TD 22,100 F-250/350 SC SRW 2WD 6.2LV-8 12,500® F-250/350 SC SRW 2WD 6.2LV-8 15,500® F-250/350 SC SRW 2WD 6.7LV-8TD 16,400 (f,h) F-250 SC SRW 4WD 6.2LV-8 12,200® F-250 SC SRW 4WD 6.2LV-8 15,200® F-250 SC SRW 4WD 6.7LV-8TD 16,100 (f,h) F-350 SC SRW 4WD 6.2LV-8 12,100® F-350 SC SRW 4WD 6.2LV-8 15,100® F-350 SC SRW 4WD 6.7LV-8TD 16,000 (f,h) F-350 SC DRW 2WD 6.2LV-8 12,300® F-350 SC DRW 2WD 6.2LV-8 15,300® F-350 SC DRW 2WD 6.7LV-8 TD 22,100 F-350 SC DRW 4WD 6.2LV-8 11,800® F-350 SC DRW 4WD 6.2LV-8 14,800® F-350 SC DRW 4WD 6.7LV-8 TD 21,500 F-250/350 CC SRW 2WD 6.2LV-8 12,400® F-250/350 CC SRW 2WD 6.2LV-8 15,400® F-250/350 CC SRW 2WD 6.7LV-8 TD 16,000 (f,h) F-250 CC SRW 4WD 6.2LV-8 12,000® F-250 CC SRW 4WD 6.2LV-8 15,000® F-250 CC SRW 4WD 6.7LV-8 TD 15,700 (f,h) F-350 CC SRW 4WD 6.2LV-8 11,900® F-350 CC SRW 4WD 6.2LV-8 14,900® F-350 CC SRW 4WD 6.7LV-8 TD 15,800 (f,h) F-350 CC DRW 2WD 6.2LV-8 12,000® F-350 CC DRW 2WD 6.2LV-8 15,000® F-350 CC DRW 2WD 6.7LV-8 TD 21,800 F-350 CC DRW 4WD 6.2LV-8 11,600® F-350 CC DRW4WD 6.2LV-8 14,600® F-350 CC DRW 4WD 6.7LV-8 TD 21,300 F-450CCDRW4WD 6.7LV-8 TD 24,400 F-350/F-450/F-550 Super Duty Chassis Cab, Conventional Towing F-350 Reg. Chassis Cab SRW 2WD 6.2LV-8 12,300® F-350 Reg. Chassis Cab SRW 2WD 6.2LV-8 12,500® F-350 Reg. Chassis Cab SRW 2WD 6.7LV-8 TD 12,500® F-350 Reg. Chassis Cab SRW 4WD 6.2LV-8 11,800® F-350 Reg. Chassis Cab SRW 4WD 6.2LV-8 12,500® F-350 Reg. Chassis Cab SRW 4WD 6.7LV-8 TD 12,500® F-350 Reg. Chassis Cab DRW 2WD 6.2LV-8 13,300® F-350 Reg. Chassis Cab DRW 2WD 6.2LV-8 15,000® F-350 Reg. Chassis Cab DRW 2WD 6.7LV-8 TD 15,000 (i/k) F-350 Reg. Chassis Cab DRW 4WD 6.2LV-8 11,800® F-350 Reg. Chassis Cab DRW 4WD 6.2LV-8 14,800® F-350 Reg. Chassis Cab DRW 4WD 6.7LV-8 TD 15,000 (i/k) F-450 Reg. Chassis Cab DRW 2WD 6.8LV-10 16,000 F-450 Reg. Chassis Cab DRW 2WD 6.7LV-8 TD 16,000 F-450 Reg. Chassis Cab DRW 4WD 6.8LV-10 16,000 F-450 Reg. Chassis Cab DRW 4WD 6.7LV-8 TD 16,000 F-550 Reg. Chassis Cab DRW 2WD 6.8LV-10 16,000 F-550 Reg. Chassis Cab DRW 2WD 6.7LV-8 TD 16,000 F-550 Reg. Chassis Cab DRW 4WD 6.8LV-10 16,000 F-550 Reg. Chassis Cab DRW 4WD 6.7LV-8 TD 16,000 F-350 Super Chassis Cab SRW 2WD 6.2LV-8 12,000® F-350 Super Chassis Cab SRW 2WD 6.2LV-8 12,500® F-350 Super Chassis Cab SRW 2WD 6.7LV-8 TD 12,500 F-350 Super Chassis Cab SRW 4WD 6.2LV-8 11,500® F-350 Super Chassis Cab SRW 4WD 6.2LV-8 12,500® F-350 Super Chassis Cab SRW 4WD 6.7LV-8 TD 12,500 2011 TRAILER LIFE Towing Guide | 23 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents F-350 Super Chassis Cab DRW 2WD 6.2LV-8 12,000® F-550 Reg. Chassis Cab DRW 2WD 6.7LV-8 TD 17,400 (k) F-350 Super Chassis Cab DRW 2WD 6.2LV-8 15,000® F-550 Reg. Chassis Cab DRW 2WD 6.7LV-8TD 26,400 (l,t) F-350 Super Chassis Cab DRW 2WD 6.7LV-8 TD 15,000 F-550 Reg. Chassis Cab DRW 2WD 6.7LV-8 TD 17,200 (q) F-350 Super Chassis Cab DRW 4WD 6.2LV-8 11,500® F-550 Reg. Chassis Cab DRW 2WD 6.7LV-8TD 26,200 (q,t) F-350 Super Chassis Cab DRW 4WD 6.2LV-8 14,500® F-550 Reg. Chassis Cab DRW 4WD 6.8LV-10 17,900 F-350 Super Chassis Cab DRW 4WD 6.7LV-8 TD 15,000 F-550 Reg. Chassis Cab DRW 4WD 6.7LV-8 TD 17,000 (k) F-450 Super Chassis Cab DRW 2WD 6.8LV-10 16,000 F-550 Reg. Chassis Cab DRW 4WD 6.7LV-8TD 26,000 fl,t) F-450 Super Chassis Cab DRW 2WD 6.7LV-8 TD 16,000 F-550 Reg. Chassis Cab DRW 4WD 6.7LV-8 TD 16,900 (q) F-450 Super Chassis Cab DRW 4WD 6.8LV-10 16,000 F-550 Reg. Chassis Cab DRW 4WD 6.7LV-8TD 25,900 (q,t) F-450 Super Chassis Cab DRW 4WD 6.7LV-8 TD 16,000 F-350 Super Chassis Cab SRW2WD 6.2LV-8 12,000® F-550 Super Chassis Cab DRW 2WD 6.8LV-10 16,000 F-350 Super Chassis Cab SRW2WD 6.2LV-8 15,000® F-550 Super Chassis Cab DRW 2WD 6.7LV-8 TD 16,000 F-350 Super Chassis Cab SRW2WD 6.7LV-8 TD 15,500 F-550 Super Chassis Cab DRW 4WD 6.8LV-10 16,000 F-350 Super Chassis Cab SRW4WD 6.2LV-8 11,500® F-550 Super Chassis Cab DRW 4WD 6.7LV-8 TD 16,000 F-350 Super Chassis Cab SRW4WD 6.2LV-8 14,500® F-350 Crew Chassis Cab SRW2WD 6.2LV-8 11,700® F-350 Super Chassis Cab SRW4WD 6.7LV-8 TD 15,000 F-350 Crew Chassis Cab SRW2WD 6.2LV-8 12,500® F-350 Super Chassis Cab DRW 2WD 6.2LV-8 12,000® F-350 Crew Chassis Cab SRW2WD 6.7LV-8TD 12,500 F-350 Super Chassis Cab DRW 2WD 6.2LV-8 15,000® F-350 Crew Chassis Cab SRW4WD 6.2LV-8 11,300® F-350 Super Chassis Cab DRW 2WD 6.7LV-8 TD 16,200 F-350 Crew Chassis Cab SRW4WD 6.2LV-8 12,500® F-350 Super Chassis Cab DRW 4WD 6.2LV-8 11,500® F-350 Crew Chassis Cab SRW4WD 6.7LV-8TD 12,500 F-350 Super Chassis Cab DRW 4WD 6.2LV-8 14,500® F-350 Crew Chassis Cab DRW 2WD 6.2LV-8 11,700® F-350 Super Chassis Cab DRW 4WD 6.7LV-8 TD 15,600 F-350 Crew Chassis Cab DRW 2WD 6.2LV-8 14,700® F-450 Super Chassis Cab DRW 2WD 6.8LV-10 17,800 F-350 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 15,000 F-450 Super Chassis Cab DRW 2WD 6.7LV-8 TD 17,000 (k) F-350 Crew Chassis Cab DRW 4WD 6.2LV-8 11,300® F-450 Super Chassis Cab DRW 2WD 6.7LV-8TD 21,000 (l,t) F-350 Crew Chassis Cab DRW 4WD 6.2LV-8 14,300® F-450 Super Chassis Cab DRW 4WD 6.8LV-10 17,400 F-350 Crew Chassis Cab DRW 4WD 6.7LV-8 TD 15,000 F-450 Super Chassis Cab DRW 4WD 6.7LV-8 TD 16,600 (k) F-450 Crew Chassis Cab DRW 2WD 6.8LV-10 16,000 F-450 Super Chassis Cab DRW 4WD 6.7LV-8TD 20,600 (l,k) F-450 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 16,000 F-550 Super Chassis Cab DRW 2WD 6.8LV-10 17,800 F-450 Crew Chassis Cab DRW 4WD 6.8LV-10 16,000 F-550 Super Chassis Cab DRW 2WD 6.7LV-8 TD 17,000 (k) F-450 Crew Chassis Cab DRW 4WD 6.7LV-8 TD 16,000 F-550 Super Chassis Cab DRW 2WD 6.7LV-8TD 26,000 fl,t) F-550 Crew Chassis Cab DRW 2WD 6.8LV-10 16,000 F-550 Super Chassis Cab DRW 2WD 6.7LV-8 TD 16,800 (q) F-550 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 16,000 F-550 Super Chassis Cab DRW 2WD 6.7LV-8TD 25,800 (q,t) F-550 Crew Chassis Cab DRW 4WD 6.8LV-10 16,000 F-550 Super Chassis Cab DRW 4WD 6.8LV-10 17,400 F-550 Crew Chassis Cab DRW 4WD 6.7LV-8 TD 16,000 F-550 Super Chassis Cab DRW 4WD 6.7LV-8 TD 16,600 (k) F-550 Super Chassis Cab DRW 4WD 6.7LV-8TD 25,600 (l,t) F-350/F-450/F-550 Super Duty Chassis Cab, F-550 Super Chassis Cab DRW 4WD 6.7LV-8 TD 16,500 (q) Fifth-Wheel Towing F-550 Super Chassis Cab DRW 4WD 6.7LV-8TD 25,500 (q,t) F-350 Reg. Chassis Cab SRW2WD 6.2LV-8 12,300® F-350 Crew Chassis Cab SRW2WD 6.2LV-8 11,700® F-350 Reg. Chassis Cab SRW2WD 6.2LV-8 15,300® F-350 Crew Chassis Cab SRW2WD 6.2LV-8 14,700® F-350 Reg. Chassis Cab SRW2WD 6.7LV-8 TD 16,000 F-350 Crew Chassis Cab SRW2WD 6.7LV-8 TD 15,300 F-350 Reg. Chassis Cab SRW4WD 6.2LV-8 11,800® F-350 Crew Chassis Cab SRW4WD 6.2LV-8 11,300® F-350 Reg. Chassis Cab SRW4WD 6.2LV-8 14,800® F-350 Crew Chassis Cab SRW4WD 6.2LV-8 14,200® F-350 Reg. Chassis Cab SRW4WD 6.7LV-8 TD 15,500 F-350 Crew Chassis Cab SRW4WD 6.7LV-8 TD 14,800 F-350 Reg. Chassis Cab DRW 2WD 6.2LV-8 13,300® F-350 Crew Chassis Cab DRW 2WD 6.2LV-8 11,700 (i) F-350 Reg. Chassis Cab DRW 2WD 6.2LV-8 16,300® F-350 Crew Chassis Cab DRW 2WD 6.2LV-8 14,700® F-350 Reg. Chassis Cab DRW 2WD 6.7LV-8 TD 16,500 F-350 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 15,900 F-350 Reg. Chassis Cab DRW4WD 6.2LV-8 11,800® F-350 Crew Chassis Cab DRW 4WD 6.2LV-8 11,300® F-350 Reg. Chassis Cab DRW 4WD 6.2LV-8 14,800® F-350 Crew Chassis Cab DRW 4WD 6.2LV-8 14,300® F-350 Reg. Chassis Cab DRW 4WD 6.7LV-8 TD 16,100 F-350 Crew Chassis Cab DRW 4WD 6.7LV-8 TD 15,500 F-450 Reg. Chassis Cab DRW 2WD 6.8LV-10 18,300 F-450 Crew Chassis Cab DRW 2WD 6.8LV-10 17,600 F-450 Reg. Chassis Cab DRW 2WD 6.7LV-8 TD 17,400 (k) F-450 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 16,800 (k) F-450 Reg. Chassis Cab DRW 2WD 6.7LV-8TD 21,400(l,t) F-450 Crew Chassis Cab DRW 2WD 6.7LV-8TD 20,800 (1,1) F-450 Reg. Chassis Cab DRW 4WD 6.8LV-10 17,900 F-450 Crew Chassis Cab DRW 4WD 6.8LV-10 17,200 F-450 Reg. Chassis Cab DRW4WD 6.7LV-8 TD 17,000 (k) F-450 Crew Chassis Cab DRW 4WD 6.7LV-8 TD 16,300 (k) F-450 Reg. Chassis Cab DRW 4WD 6.7LV-8TD 21,000(1,0 F-450 Crew Chassis Cab DRW 4WD 6.7LV-8TD 20,300 (l,t) F-550 Reg. Chassis Cab DRW 2WD 6.8LV-10 18,200 F-550 Crew Chassis Cab DRW 2WD 6.8LV-10 17,600 24 | 2011 TRAILER LIFE Towing Guide Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Lincoln-Mercury F-550 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 16,800 (k) F-550 Crew Chassis Cab DRW 2WD 6.7LV-8TD 25,800 (1,1) F-550 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 16,600 (q) F-550 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 25,600 (q,t) F-550 Crew Chassis Cab DRW 2WD 6.8LV-10 17,200 F-550 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 16,300 (k) F-550 Crew Chassis Cab DRW 2WD 6.7LV-8TD 25,300 (l,t) F-550 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 16,300 (q) F-550 Crew Chassis Cab DRW 2WD 6.7LV-8 TD 25,300 (q,t) Honda Odyssey 3.5LV-6 3,500 Pilot 2WD 3.5LV-6 3,500 Pilot 4WD 3.5LV-6 4,500 Ridgeline 3.5LV-6 5,000 Hyundai Santa Fe 2.41-4 2,000 Santa Fe 3.5V-6 3,500 Tucson All 2,000 Veracruz (all) 3.8LV-6 3,500 (t) Infiniti QX56 5.6LV-8 8,500 FX35AWD 3.5LV-6 2,000 FX50 5.0LV-8 3,500 Jeep Grand Cherokee 2WD 3.6LV-6 5,000 Grand Cherokee 2WD 5.7LV-8 7,400 (t) Grand Cherokee 4WD 3.6LV-6 5,000 Grand Cherokee 4WD 5.7LV-8 7,200 (t) Liberty 2WD 3.7LV-6 5,000 (t) Liberty 4WD 3.7LV-6 5,000 (t) Patriot 2.4LI-4 2,000 (t) Wrangler 3.8LV-6 2,000 Wrangler Unlimited 3.8LV-6 3,500 Wrangler Unlimited Rubicon 3.8LV-6 3,500 Kia Sedona 3.8LV-6 3,500 Sorrento 3.5LV-6 3,500 Sportage 2.41-4 2,000 Land Rover Land Rover LR2 3.2LI-6 3,500 Land Rover LR4 5.0LV-8 7,716 Range Rover 5.0LV-8 7,716 Range Rover Sport All 7,716 Lexus RX350 3.5LV-6 3,500 RX450h (Hybrid) 3.5LV-6 3,500 GX470 4.6LV-8 6,500 LX 570 5.7LV-8 7,000 Mariner 3.0LV-6 3,500 (t) MKT All 2,000 MKT All 4,500 (t) MKX All 2,000 MKX All 3,500 (t) Navigator 2WD 5.4LV-8 6,000 Navigator 2WD 5.4LV-8 9,000 (t) Navigator L 2WD 5.4LV-8 6,000 Navigator L 2WD 5.4LV-8 8,700 (t) Navigator 4WD 5.4LV-8 6,000 Navigator 4WD 5.4LV-8 8,700 (t) Navigator L4WD 5.4LV-8 6,000 Navigator L4WD 5.4LV-8 8,500 (t) 1 Mazda CX7 (all) 2.3LTC 2,000 CX9 (all) 3.7LV-6 3,500 Tribute 3.0LV-6 3,450 Mercedes-Benz G550 5.5LV-8 3,500 G55AMG 5.4LV-8 3,500 GLK 3.5LV-6 3,500 GL320 BlueTEC 3.0LTDV-6 7,500 GL450 4.6LV-8 7,500 GL550 5.5LV-8 7,500 ML320 BlueTEC 3.0LTDV-6 7,200 ML3502WD 3.5LV-6 4,600 ML3504WD 3.5LV-6 7,200 ML450 Hybrid 3.5LV-6 5,000 ML550 5.5LV-8 7,200 ML63AMG 6.3LV-8 7,200 Mitsubishi Outlander 2WD 3.0LV-6 2,000 Outlander 4WD 3.0LV-6 3,500 Endeavor 3.8LV-6 3,500 Nissan Armada 2WD 5.6LV-8 8,200 Armada 4WD 5.6LV-8 9,000 Frontier KC2WD 2.5LI-4 3,500 Frontier KC SVV-6, Pro-4X V-6 2WD 4.0LV-6 6,500 Frontier KCSVV-6, Pro-4XV-64WD 4.0LV-6 6,300 Frontier CC2WD 4.0LV-6 6,300 Frontier CC4WD 4.0LV-6 6,100 Murano 3.5LV-6 3,500 Pathfinder 4.0LV-6 6,000 Pathfinder 5.6LV-8 7,000 Quest 3.5LV-6 3,500 Titan KC2WD SB 5.6LV-8 7,400 Titan KC4WD SB 5.6LV-8 9,400 Titan CC2WD 5.6LV-8 9,400 Titan CC4WD 5.6LV-8 9,100 2011 TRAILER LIFE Towing Guide | 25 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Titan LB CC2WD 5.6LV-8 9,400 4Runner 4WD 4.0LV-6 5,000 Titan LB CC4WD 5.6LV-8 9,100 FJ Cruiser 4.0LV-6 5,000 Xterra 4.0LV-6 5,000 Highlander Highlander 2.7LI-4 3.5LV-6 3,500 (t) 2,000 Porsche 1 Highlander 3.5LV-6 5,000 (t) Cayenne All 7,716 Highlander Hybrid 3.3LV-6 3,500 Land Cruiser 5.7LV-8 8,200 Subaru 1 RAV4 3.5LV-6 2,000 Tribeca 3.6LH6 2,400 RAV4 3.5LV-6 3,500 (t) Tribeca 3.6LH6 3,500 (t) Sienna 3.5LV-6 3,500 Forester 2.5LH4 2,400 Sequoia 2WDSR5 4.6LV-8 6,900 Outback 2.5LH4 2,700 Sequoia 4WDSR5 4.6LV-8 6,600 Outback 3.6RH6 3,000 Sequoia 2WDSR5 5.7LV-8 7,400 Sequoia 4WDSR5 5.7LV-8 7,100 Suzuki | Sequoia 2WD Ltd 5.7LV-8 7,300 Equator Extended Cab 2.5LI-4 3,500 Sequoia 4WD Ltd 5.7LV-8 7,100 Equator Extended Cab 4.0LV-6 6,500 Sequoia 2WD Platinum 5.7LV-8 7,200 Equator Crew Cab 2WD 4.0LV-6 6,300 Sequoia 4WD Platinum 5.7LV-8 7,000 Equator Crew Cab 4WD 4.0LV-6 6,100 Tacoma Reg. Cab 2.7LI-4 3,500 Grand Vitara 2.4LI-4 3,000 Tacoma Access Cab/X-Runner 2.7LI-4 3,500 Tacoma Access Cab 2WD/4WD 4.0LV-6 5,000 Toyota h Tacoma Access Cab 2WD/4WD 4.0LV-6 6,500 (t) 4Runner 2WD 2.7LI-4 2,000 Tacoma Double Cab 2WD/4WD 4.0LV-6 5,000 Ms • i m ffiPlpi rVf f ■ ’ ■■ jrrz H v j 26 | 2011 TRAILER LIFE Towing Guide Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Tacoma Double Cab 2WD/4WD 4.0LV-6 6,500 (t) Tundra Double Cab LB4WD 4.6LV-8 8,200 Tundra Reg. Cab SB 4.0LV-6 4,900 Tundra Reg. Cab 2WD 5.7LV-8 10,400 Tundra Reg. Cab LB 4.0LV-6 4,800 Tundra Reg. Cab 4WD 5.7LV-8 10,100 Tundra Double Cab SB 4.0LV-6 4,500 Tundra Double Cab 2WD 5.7LV-8 10,100 Tundra Reg. Cab SB 2WD 4.6LV-8 7,000 Tundra Double Cab 4WD 5.7LV-8 9,800 Tundra Reg. Cab SB 2WD 4.6LV-8 8,600 (t) Tundra CrewMax 2WD 4.6LV-8 8,100 Tundra Reg. Cab SB 4WD 4.6LV-8 7,200 Tundra CrewMax4WD 4.6LV-8 7,700 (t) Tundra Reg. Cab SB 4WD 4.6LV-8 8,700 (t) Tundra CrewMax 2WD 5.7LV-8 9,900 Tundra Reg. Cab LB 2WD 4.6LV-8 7,400 Tundra CrewMax 4WD 5.7LV-8 9,000 Tundra Reg. Cab LB 2WD 4.6LV-8 8,900 (t) Tundra Reg. Cab LB 2WD 5.7LV-8 10,500 (t) I Volkswagen Tundra Reg. Cab LB 4WD 4.6LV-8 7,100 Tiguan 2.0LI-4TC 2,200 Tundra Reg. Cab LB4WD 4.6LV-8 8,600 (t) Touareg All 7,716 Tundra Reg. Cab LB4WD 5.7LV-8 10,800 (t) Tundra Double Cab SB 2WD 4.6LV-8 8,200 1 Volvo Tundra Double Cab SB 2WD 4.6LV-8 8,600 (t) C30 5TC 2,000 Tundra Double Cab SB 4WD 4.6LV-8 7,900 S40 All 2,000 Tundra Double Cab SB 4WD 4.6LV-8 8,300 (t) S80 All 3,300 Tundra Double Cab Std Bed 2WD 4.6LV-8 7,100 V50 All 2,000 Tundra Double Cab Std Bed 2WD 4.6LV-8 8,600 (t) XC60 All 3,300 Tundra Double Cab LB 2WD 4.6LV-8 8,500 XC70 All 3,300 Tundra Double Cab Std Bed 4WD 4.6LV-8 6,800 XC90FWD All 3,300 Tundra Double Cab Std Bed 4WD 4.6LV-8 8,300 (t) XC90AWD All 3,300 2011 TRAILER LIFE Towing Guide | 27 go to TRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents HITCHING BASICS Selecting and maintaining the proper hardware for tow vehicle and trailer by Joel Donaldson m he process of buying a new travel trailer or fifth-wheel is filled with choices. Negotiating a price; ar¬ ranging financing; settling on a fair trade-in value for your old rig; and choosing insur¬ ance, floorplans, decor schemes and optional equipment are only the beginning. However, one of the most important choices may be considered an afterthought: namely, choosing the proper trailer hitch. Fortunately, selecting the right hitch isn't difficult, nor is its installation, after locating a competent shop, that is. Maintaining proper adjustment of the hitch on an ongoing basis is important, and it has a large bearing on the safety and ease of trailer towing. Trailers are available in two different de¬ signs, a travel trailer that's coupled to the rear of the tow vehicle by a conventional hitch ball, and a fifth-wheel trailer that utilizes a fifth-wheel (or gooseneck) hitch mounted in the truck bed, centered over the rear axle. The hitching methods are as different as the trail¬ ers and require specific knowledge by the in¬ staller and trailer owner. Conventional Hitches All hitches are rated by their respective manu¬ facturers to safely handle up to a specific gross vehicle weight (gvw), which is the weight of the trailer with full water and LP- gas cylinders and all supplies aboard. Several weight classes exist for hitches designed for towing conventional travel trailers. Weight-carrying hitches are intended for lighter trailers because the entire trailer's hitch weight is carried on the ball and trans¬ ferred to the rear axle of the tow vehicle, whereas weight-distributing hitches are de¬ signed to distribute the trailer's hitch weight to all axles of the tow vehicle and trailer, mak¬ ing larger, heavier trailers with considerably higher hitch weights towable without desta¬ bilizing the tow vehicle. A travel trailer with ideal weight distribu¬ tion will have a minimum hitch weight of about 10 percent of the gross weight, and the 28 I 2011 TRAILER LIFE Towing Guide maximum can range upward to about 15 per¬ cent, provided it does not violate the rating of the hitch. Except for the lightest folding trailers, hitches rated Class II and higher are used for recreational towing, and they use a receiver bolted to the tow vehicle's frame. The hitch receiver — which may have box dimensions of 1 % inches square, 2 inches square or 214 inches square, with the larger boxes for higher load ratings — accepts a slide-in ball mount (or draw bar), which is secured with a pin. Besides serving as the trailer/receiver attach¬ ment point, the ball mount also is used in vary¬ ing heights (known as "drop") to couple the trailer in a level fashion (frame parallel to the road surface), which is desirable for best stabili¬ ty and trailer-brake performance. Some ball mounts are fixed, while others are adjustable. Ball mounts used for weight-carrying Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents hitches are quite different than those used for weight-distributing. The need for weight- distributing hitches varies with tow-vehicle type and trailer weight. A trailer with 350 pounds of hitch weight may present no chal¬ lenge for a stiffly sprung, long-wheelbase HD pickup, while it may destabilize a softly sprung compact SUV. In general, a weight- distributing hitch will improve stability in most situations because weight resting on a hitch ball (when a weight-carrying hitch is used) loads the rear axle excessively by placing all of the hitch weight on that axle in addition to weight that is transferred from the front axle to the rear in a see-saw lever action. Because many receivers are usable in either weight-carrying or weight-distributing config¬ urations, depending on the ball mount, the re¬ ceiver manufacturer may list both ratings. Weight-distributing hitches should be used in many weight situations of Class II, and in most situations of Class III and above. Un¬ like their weight-carrying counterparts, these hitches typically use a much heavier ball mount (that's height-adjustable), plus a pair of spring bars that provide the leverage needed to distribute weight fore and aft. Hitch Adjustment After having a weight-distributing hitch of proper weight rating installed, owners may take the rest for granted, which can be a costly error because an improperly adjusted weight-distributing hitch can contribute to trailer sway, which is a very undesirable, and unsafe, handling trait. The keys to happy towing are proper hitch- ball height and proper tension on the spring bars. When all aspects are correct, the tow vehicle and the trailer are at the proper ride height, which in most cases is level. One excep¬ tion will be described later. Proper hitch adjust¬ ment helps prevent rear-axle overloading and improves braking and steering response. Evaluating the proper adjustment of a weight-distributing hitch is relatively simple: The tow vehicle should maintain the same at¬ titude before hitching that it does after hitch¬ ing, measured at reference points at the front and rear bumpers or wheel wells. If it is level before hitching, it should be level afterward, although slightly lower due to the addition of hitch weight. A level attitude means the ade¬ quate load has been placed on the spring bars to distribute portions of the hitch weight equally to the front and rear axles. If the rear of the tow vehicle sags after hitching, then the spring-bar loading isn't adequate. The exception to level attitude: If the tow vehicle is a stiffly sprung pickup and the rear of the truck is higher than the front, that atti¬ tude should be maintained after hitching. Such trucks often will carry heavy loads with¬ out the need for weight-distributing hitches and without sagging. But care must be exer¬ cised here. Although the truck may not look like it's sagging visually, the hitch weight carried by the rear axle may still create an unstable situation. If the trailer is not level after the spring bars have been adjusted to create the proper tow-vehicle attitude, the ball height should be corrected. Trailer sway can be a problem if trailer balance or hitch adjustment are not correct because the trailer exerts steering leverage on the tow vehicle by virtue of being connected to the tow vehicle 3 or 4 feet behind the rear axle. With correct hitching, trailer balance 2011 TRAILER LIFE Towing Guide | 29 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents ILLUSTRATIONS BY BILL TIPTON To determine weight, first get a reading on axle weight, then unhitch the trailer for a total weight reading (with the tow vehicle's wheels off the scale), and then subtract the two. may be a problem if the hitch weight is less than 10 percent of gross weight. It should be more than 10 percent (we recommend a mini¬ mum of 12 percent) for best stability. Even with a well-balanced trailer and a properly adjusted hitch, use of a sway-control device is highly recommended. Often called sway bars (not to be confused with anti-roll bars fitted to axles of tow vehicles), sway-con¬ trol devices are designed to damp rotation of the coupler on the hitch ball. They improve the handling characteristics of the trailer/tow vehi¬ cle combination whether the hitch method is weight-carrying or weight-distributing. Sway-control devices are available in two different configurations, the most popular of which is one that employs a steel bar, at¬ tached to the ball mount, that is encased in a rail or tube attached to a small ball on the trailer A-frame. Inside the rail or tube is fric¬ tion material that is clamped against the steel bar. Any pivoting of the trailer coupler on the bar causes the bar to slide within the rail, cre¬ ating drag and damping sway. On larger trail¬ ers, it's often possible to use a pair of friction- type units for additional sway control. One popular hitch, the Equal-i-zer, in¬ cludes a friction feature in the hitch design in that the tips of spring bars create friction on trailer-frame brackets. Cam-type sway units work by modifying the operation of the spring bars on a weight-distributing hitch. As the trailer turns, a cam increases the tension on one of the bars, creating a force that tends to pull the trailer back into a straight line. The harder the trailer turns, the stronger this self¬ centering force becomes. Since this scheme relies on spring-bar tension, it's generally most effective on trailers with relatively high hitch weights (e.g., trailers requiring consider¬ able spring-bar tension). The Hensley Arrow and PullRite hitch sys¬ tems offer different approaches to controlling sway. 30 | 2011 TRAILER LIFE Towing Guide The Hensley unit prevents sway through use of trapezoidal hitch linkages that make the tow vehicle and trailer act as a single unit, with no pivoting of the coupler on the ball un¬ less the tow vehicle turns. Thus, during typical highway travel the tow vehicle and trailer are connected as non-articulated vehicles, and tend to function as a single unit. Even so, there is no restriction on the tow vehicle's capability for turns. The PullRite, in effect, moves the hitch- pivot point to a location immediately aft of the tow vehicle's rear axle, dramatically reduc¬ ing the leverage the trailer can exert on the tow vehicle. Fifth-Wheel Hitches Fifth-wheel towing is a different story alto¬ gether. The trailer's kingpin serves as the pivot point for the fifth-wheel hitch, which is cen¬ tered slightly ahead or over the truck's rear Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Using a weight-carrying hitch Using a weight-distributing hitch A weight-distributing hitch distributes weight to all axles of the tow vehicle and the trailer. axle. The trailer's kingpin slides into the hitch saddle, where it is secured by latching jaws or some other mechanism. This saddle is at¬ tached to a support base, which transfers the towing forces to the truck frame. The design prevents the trailer from having any steering effect on the tow vehicle, and is what gives fifth-wheel trailers such good road manners. Wind gusts and road irregularities have little or no effect on tow-vehicle stability. Most hitches are secured to the bed with a pair of mounting rails, while other underbed systems leave the truck bed flat after the hitch is removed. Until recently, fifth-wheel hitches have been strictly aftermarket add-ons. But Ford upped the ante on 2011 Super Duty trucks with the introduction of a factory-installed fifth-wheel (and gooseneck) hitch, providing clean instal¬ lation and a factory warranty. The trailer's electrical connection has been mounted into the side of the bed for added convenience. Most removable aftermarket systems use permanently mounted rails with pins to se¬ cure the hitch saddle. The underbed style of the fifth-wheel-hitch mount is completely different in that the entire hitch mechanism is removed by simply pulling a lever in the wheel well. PullRite also uses an underbed system with removable connection pins. Some sys¬ tems, such as the B&W Turnover Ball and Companion, allow the hitch saddle and sup¬ port base to be removed separately, making it easier on the back when lifting the hardware. Many fifth-wheel hitches are mounted so they tilt fore and aft; however, having only the fore-and-aft pivot restricts side-to-side movement. Some hitches have heads that pivot in mul¬ tiple directions, allowing the pinbox to move in any direction with respect to the pickup, while still maintaining a tight mechanical connection. This also makes it easier to hitch or unhitch the trailer on uneven ground. Another strategy for improving trailer-truck flexibility involves the use of air springs as part of the hitch design. Typically, the hitch is sus¬ pended on multiple bladder-type air bags, which support most of the trailer's kingpin weight. Aside from providing considerable ar¬ ticulation, these bags are also capable of smoothing out much of the road shocks and vibration that would otherwise be transmitted from the trailer to the tow vehicle. Adjust¬ ments to the system can be accomplished by varying the amount of air pressure in the bags. Other suspension-type hitches use a hinged pivot arm and a single airbag setup or a rubber spring in shear to provide truck-to- trailer impact damping while the hitch-saddle mechanism provides the side- and fore/aft head tilting. Shortbed pickups are now more popular than ever, particularly among extended-cab models. However, a short bed often causes 2011 TRAILER LIFE Towing Guide | 31 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents complications when using the truck for tow¬ ing a fifth-wheel because the proper hitch¬ mounting location is far enough forward to cause trailer-to-cab collisions during sharp turns. Installing an extended pinbox provides a workable solution with smaller trailers with modest pin weights; however, owners should first check with the pinbox manufacturer be¬ fore adding any extension. One solution is a conventional hitch that can be manually unlocked and moved aft on a special set of rails before making tight turns. PullRite offers a hitch that performs this mo¬ tion automatically, returning to the forward- towing position after the turn is completed. Rearward travel can be as much as 22 inches for some models, which is generally adequate for accommodating 102-inch-wide trailers. Turns as tight as 90 degrees are possible. 32 I 2011 TRAILER LIFE Towing Guide Some companies offer manually moving hitches to accommodate sharp turns, but the owner is responsible for unlatching the mech¬ anism. Another system, the Reese Sidewinder, uses a special pin box that automatically han¬ dles clearance problems. Maximum weight ratings for fifth-wheel hitches range up to 25,500 pounds gross weight, with as much as 25 percent of it on the hitch (most fivers have 20 percent hitch weight or less), and it's best to choose a unit that not only will handle the trailer it will be used to tow, but also any possibility of a larger trailer, although a higher-rated hitch will cost more and will be slightly heavier. Whether towing a conventional trailer or a fifth-wheel, the use of a properly rated hitch, adjusted correctly, will aid in creating a safer and more manageable towing experience. & Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents TRAILER-BRAKE CONTROL Technological advances help smooth out the process and improve safety and reliability by Chuck Hammock vi lectric-brake systems have been employed for several decades on m most trailers that have any signifi¬ cant weight. Each trailer with electric brakes, in turn, also requires that the tow vehicle be fitted with a brake controller. For years, brake-controller choices have been extensive — all aftermarket and all elec¬ tronic. Ford changed the game in 2005 with the first trailer-brake-control (TBC) system in¬ cluded as a factory-installed integral part of the tow vehicle's design, and both GM and Dodge have since followed suit. The TBC syn¬ chronizes vehicle and trailer brakes for seam¬ less braking, even under heavy load, to pro¬ vide added driving control and confidence. Until the advent of anti-lock brake systems (ABS), most brake controllers were tapped di¬ rectly into the hydraulic lines of the tow vehi¬ cle's on-board hydraulic-braking system. They were often described as hydraulic/electric brake controllers, as they converted hydraulic pressure in the tow vehicle's brake system to an electric signal used to activate the trailer's brakes directly proportional to hydraulic pres¬ sure in the vehicle's braking system. A signifi¬ cant factor in elimination of this system was the advent of ABS because the tow vehicle manufacturers cautioned against tapping into the hydraulic system. Ford's TBC System As Ford was first to offer a factory-installed brake controller in the tow vehicle, let's look at its system. Ford's integrated controller electronically tracks hydraulic pressure inside the vehicle's master cylinder and uses the pressure, along with vehicle speed, to modu¬ late the amount of current produced for trailer brakes. Thus, the system accurately follows tow-vehicle braking with more at high pedal pressure, less at low, even to the point of using ABS. If the wheels of the tow vehicle are slip¬ ping, ABS goes into action for the tow vehicle as well as the trailer. The Ford system doesn't give the trailer the same functions and charac¬ teristics of true ABS, but when the truck's ABS is activated, the trailer-brake application is reduced to avoid wheel lockup, just as with true ABS. A dash monitor indicates the level of trailer braking, and a manual override is provided so the trailer brakes can be applied independently of tow-vehicle brakes. TBC- equipped 2011 Ford Super Duty trucks also enjoy an added element of safety; if the trailer is swaying, the TBC will actually apply the trailer brakes to help stabilize the trailer. While the Ford brake control uses brake pressure sensing, both the GM and Dodge integrated controllers use inertia-type sensing to regulate trailer brake action. None of the 2011 TRAILER LIFE Towing Guide | 33 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Hensley TruControl Gold Tekonsha Prodigy P2 systems can be retrofitted to earlier truck models, and aftermarket controllers still must be used for most other vehicles, so the de¬ mand for those aftermarket controllers re¬ mains quite large. Accordingly, it's helpful to understand what's out there, and how to make a good choice. In essence, all electronic brake controllers fall into two general categories: timer-based brake controllers and inertia-based propor¬ tional brake controllers. All brake controllers generate an output signal to a trailer-brake system when a user first touches the tow vehicle's brake pedal or activates the brake controller's manual control, if so equipped. What happens next varies greatly, depending on whether you're using a timer-based or proportional brake controller. While most manufacturers identify their proportional brake controllers as such, you usually won't seethe words "timer-based" in the literature for a nonproportional brake controller. Instead, marketers will sometimes advertise timer-based controllers as having the advantage of requiring no leveling, but even that idea is confusing. Several propor¬ tional brake controllers do not require level¬ ing. Timer-based controllers are also touted as being microprocessor-operated, but all brake controllers contain a processor of some kind. Even the most sophisticated timer-based microprocessor doesn't determine how hard you are braking, only how long you've been braking. A good rule of thumb is that if it doesn't say the word "proportional" somewhere in the literature, it's probably a timer-based brake controller. Timer-Based vs. Proportional A timer-based brake controller has a timer that generates an output signal for your RV's brakes that increases with the amount of time 34 | 2011 TRAILER LIFE Towing Guide you keep your foot on the brake pedal. It doesn't know whether you're braking gently on a gradual downhill grade, or if you're in a panic stop. The rate of increase in output (the slope of the voltage ramp) has no bearing on pedal effort, but can usually be adjusted for braking aggressiveness. An inertia-based proportional controller generates an output that is, as the name sug¬ gests, directly proportional to your braking needs. Most proportional brake controllers measure the tow vehicle's rate of deceleration by means of a pendulum. The quicker you slow, the farther the pendulum is displaced, via inertia, from its at-rest position. This cre¬ ates an electric signal to your trailer's brakes that is proportional to your deceleration rate. Tekonsha and its sister companies use a series of LEDs and photoelectric detectors in their proportional controllers to determine the position of the displaced pendulum, and therefore determine the deceleration rate. Hayes Lemmerz uses the Hall effect, a physics principal involving moving magnets, to deter¬ mine the pendulum's position. All pendulum controllers are subject to some inaccuracies, as the pendulum can tilt slightly forward or backward on steep grades. Most such controllers employ a damping de¬ vice to stabilize the sensor against vibrations, and the damper helps reduce the effect of the fore-or-aft-tilt problem. The pendulum's position is adjusted through the level-control knob, which allows the pendulum to be oriented to a true vertical resting position to compensate for the angle of the brake-controller body (the "leveling" re¬ ferred to in some timer-based-controller adver¬ tising). The level adjustment also allows the driver to pitch the pendulum slightly forward or aft of its normal resting position to set up the trailer so its braking is aggressive or delayed. Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Valley Blackbird Hayes Lemmerz Energize XPC Most drivers prefer some braking effect from the trailer's brakes on the initial touch of the brake pedal, and adjust the brake con¬ troller accordingly to provide this so-called threshold voltage. This adjustment produces some output (typically 2 volts), without the initial time period having passed or decelera¬ tion having occurred in the two electric brake- controller types. This time period, or decelera¬ tion event, is normally needed to activate the timer-based controller or the proportional pendulum-based controller, respectively. With dozens of different models of brake controllers on the market, many RVers may find the selection of the right controller difficult without some form of guidance. While budg¬ etary considerations may force a user into one category of controller, this is a critical system where pinching pennies may not be advisable. When faced with the need for a panic stop, most drivers want a controller that will re¬ spond in proportion to their braking needs at that moment. Keep in mind that a timer-based controller can't respond in this manner, as its output is fixed for a certain timed duration. Among more recent developments, solid- state accelerometers are being used to measure braking force. Tekonsha has embraced this tech¬ nology in its Prodigy P2 brake control. Hensley Manufacturing also uses accelerometers in its high-tech TruControl trailer brake control. Some brake controllers aren't compatible with disc-brake systems on trailers; in such cases, the installation of a controller module — such as the Carlisle HydraStar — is neces¬ sary on the trailer in order ensure functional braking. Aftermarket Installation Critical to every successful brake-controller installation is the proper tow-vehicle wiring. While you should carefully follow the manu¬ facturer's recommendations, there are certain common elements to almost every controller. A reliable power source is a priority, which may include a vehicle's built-in circuitry for an aftermarket brake controller. The main power line should be at least a 10 AWG wire from a circuit breaker at the fuse box, or the battery, to the brake controller's power-input connec¬ tion (follow specific instructions for your con¬ troller). The circuit should continue from the controller, without any splices, and terminate at the seven-pin connector found at the rear of your tow vehicle. Most manufacturers advise against grounding the controller to the vehicle's firewall, but recommend routing a 10 AWG (or larger) separate ground wire directly to the battery; the controller may not function properly if the ground connection is not made directly to the battery terminal. The other connection is made to the brake-light circuit, downstream of the brake- light switch mounted to the brake-pedal assembly, so the controller senses when the brakes have been activated. Later-model vehicles with towing packages have brake-control wiring bundled under the dash with a plug-in connector attached. A pigtail with the mating part of the connector is supplied with the vehicle and is ready for connection to the brake-control wiring. This setup avoids most of the complexity and possible mistakes with locating the correct wiring among that maze under the dash. Today's RVer has many choices in brake controllers from many manufacturers. It's im¬ portant to carefully select the controller that is right for your needs and capable of handling the weight and number of axles on your trailer. Be sure to follow the manufacturer's written instructions about every aspect of the brake controller's installation, operation, adjustment and maintenance for optimal performance. & 2011 TRAILER LIFE Towing Guide | 35 Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents 1) Engine option 2) HD cooling 3) HD transmission cooler 4) Transmission option 5) Towing axle ratio 6) Hitch receiver 7) Wiring connector 8) Suspension/ payload package User Guide Contents Go toTRAILER LIFE com go toTRAILER LIFE com TOWING-PACKAGE COMPONENTS Overall packages vary by model, but here are some components that may be included: Hitch receiver (or fifth-wheel hitch) 4- and/or 7-pin connector Larger alternator Larger battery Larger radiator Additional electricfan(s) Transmission-oil cooler Engine-oil cooler Rear anti-sway bar Extendible mirrors Vehicle Dynamic Control Integrated brake controller Brake controller (or unit pre-wire) Synthetic lubricants Lower axle ratio Re-valved shock absorbers TOWING PACKAGES Exactly what’s included in these must-have tow-vehicle optionsP by Jeff Johnston m here are many bells and whistles available when choosing a new tow vehicle, but there's one op¬ tion that is an absolute necessity: The towing package. Plenty of advantages are involved in choosing factory-installed towing hardware. First, you have full warranty coverage on the equipment. Also, it was designed by the best engineering minds at a major auto manufac¬ turer, which is reassuring when considering the hardware is tying your truck and trailer safely together. You'll probably save money over the cost of aftermarket hardware. And perhaps best of all, use of the factory options means being ready for the road is a turnkey operation that calls for few or no trips to specialty shops after leaving the dealership. In many cases, you don't have a choice. If the vehicle is to be rated for its highest towing capacity, the towing-package option is mandatory to give the tow vehicle its optimum performance potential. For less-strenuous duty, the towing package is optional. Check with the dealer to determine the con¬ tent of the towing-package option. Following are some of the items you will likely encounter. Axle Ratio: Most packages include a lower (numerically higher) axle ratio; for example, a 3.31:1 or 3.42:1 instead of the 3.55:1 that comes with the stock vehicle. A lower ratio re¬ sults in greater torque multiplication at the rear wheels, which means more power for towing. It also means the engine turns somewhat faster for a given road speed, but that's the tradeoff for improved towing performance. Hitch Receiver: If the tow vehicle already has a receiver, all you need to select is the prop¬ er ball mount and the associated hardware, such as a load-distributing hitch. The receiver will be properly matched to the tow vehicle's trailer-towing rating, so you needn't worry 2011 TRAILER LIFE Towing Guide | 37 User Guide Contents about any hitch-overloading situations — as long as you pay attention to the numbers. You'll also avoid interference problems with the exhaust pipe(s), the fuel tank and the spare tire. Some trucks — such as 2011 Ford Super Duty pickups — also feature a factory- installed fifth-wheel hitch. Wiring Package: The wiring package is a group of color-coded pigtails near the back bumper that's ready for installation of the trailer-plug receptacle. It can be as complete as a plug or two installed out back, or a pre¬ wired pigtail for brake-control installation under the dash and full integration with the tow vehicle's electric system. Alternator: It takes extra charging cur¬ rent to keep a trailer's battery(ies) charged in addition to handling the electrical-power needs of the tow vehicle. The battery itself may also be larger. Heavy-Duty Suspension: The trailer and its hitch weight add load on the tow-vehicle suspension, so the normal reaction among dealership sales staff and buyers alike is to order the optional heavy-duty (HD) suspen¬ sion, particularly when fifth-wheel towing is involved. In fact, when the trailer is a conven¬ tional ball-type trailer, it's often best not to order a heavy-spring option if there is a choice (if the towing package does not include HD suspension) for trucks rated 8,600 pounds and above because stiff ride and the tendency of the rear springs to do some or most of the 38 | 2011 TRAILER LIFE Towing Guide work of the load-distributing hitch can be the result. A stiff ride is a very common complaint among owners of %-ton and one-ton pickups not towing fifth-wheels. A case can be made for not ordering an HD suspension even for fifth-wheel towing — ex¬ cept in very high pin-weight situations — opting instead to install auxiliary springs or air bags Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents after delivery to support the pin weight (if necessary), which allows a more civilized ride on standard rear springs while not towing. It's necessary to compare the standard and option¬ al rear-axle-weight ratings relative to the antici¬ pated trailer pin weight. It's easy to upgrade rear suspensions after a truck is built, but nearly impossible to soften the ride of an oversprung truck without replacing the suspension. SUVs have enough of their body weight on the rear axle, so that's generally not an issue. Brake Control: Ford, Ram and GM HD pickups — and Ford half-ton trucks — all have factory-installed fully integrated trailer brake controls optionally available. This option is a no-brainer. If available, select it, as it's a terrific piece of equipment from the factory. Otherwise, towing packages usually include a trailer¬ wiring harness with a circuit for an aftermarket brake-control unit, a very worthwhile compo¬ nent of the package (see page 33). Stability Control: More manufacturers are now offering electronic stability control. In addition, all Ford F-150 2011 trucks include Trailer Sway Control (TSC), which can deter¬ mine the yaw motion (sway) of the truck and take action, from applying precise braking to reducing engine torque. Mirrors: Many towing packages offer mirrors designed to be extended outward while towing trailers. Some Ford mirrors even collapse electronically. Extra Cooling: The largest possible radia¬ tor, a larger transmission-oil cooler and often a power-steering-fluid cooler are essential parts of the usual HD cooling component of a towing package, and we advise that no tow vehicle should be ordered without them. These components will not only help the tow vehicle avoid overheating any vital func¬ tional parts, but they will also lead to longer trouble-free component service life. & 2011 TRAILER LIFE Towing Guide | 39 Go ToTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Plenty of practice and defensive driving skills lead to a safe and enjoyable RV experience by Brad Clayton railer towing isn't exactly rocket science, but it does represent a step up in complexity from HHi driving a solo vehicle. Towing requires new awareness of combined vehicle length, trailer width, brak¬ ing distance, turning characteristics and several other im¬ portant factors that must be considered while on the road. Most of us drive trucks, SUVs or passenger cars daily, and tow an RV only occasionally while vacationing. Thus, it's al¬ ways necessary to make a mental transition and try to keep the size and handling characteristics of the larger rig in mind. Allowing solo-vehicle habits to take over may result in a tendency to make turns too tightly, to run over curbs, to hit stationary objects such as overhanging tree limbs or to fol¬ low too closely. Pay Attention The first towing precautions are those that precede towing — matching the tow vehicle and trailer correctly, adhering to weight limits and making sure hitch selection and ad¬ justment are correct, as described elsewhere in this guide. It's also important to refresh defensive driving skills. From 40 | 2011 TRAILER LIFE Towing Guide Go toTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents User Guide Contents there, the real fun begins. The combined length of the tow vehicle and the trailer, as well as the combined weight, must be in the front of your mind, right from the start. Maintaining extended following distances is one of the most impor¬ tant towing-related driving habits that initially is difficult to adhere to. Even though trailer brakes may be func¬ tional, braking distances almost always are extended. It's also important to make lane changes carefully and slowly, and to allow ex¬ tended distances for passing. High-quality, properly adjusted towing mirrors with large reflective areas are also essential. Some man¬ ufacturers have factory-installed extendible towing mirrors available, and most such fac¬ tory mirrors work well these days, such as those seen on many Ford trucks. If you need aftermarket portable mirrors, solidly mounted units like those from McKesh are a good idea. Speedy traffic seems more tolerant of slower 18-wheelers than of slower RVs, which makes courtesy an important safety factor for RV owners because an irate driver trying to pass can pose a serious safety threat. Fre¬ quent monitoring of rearview mirrors is neces¬ sary while towing; when a vehicle is tailgating and trying to pass, we should help by driving slightly to the right to give the other driver a better view of the road ahead, even if a pass¬ ing opportunity does not exist at the time. We should use turnouts whenever possible and avoid following another vehicle so closely that a vehicle overtaking from the rear cannot re¬ turn to the proper lane. Braking While tow-vehicle and trailer brakes are ade¬ quate for most situations, care is necessary to avoid overheating, which can lead to brake fade. If brake fade occurs, it will likely be on steep downgrades. Brake fade happens when friction raises the temperature of brake pads and linings to extremely high levels, resulting in temporary loss of braking. The only known cure is prevention, such as downshifting to a gear range that is low enough to retard speed sufficiently that brakes need not be used more than occasion¬ ally. This way, enough braking performance is reserved to make an emergency stop, should it become necessary. When braking on a grade is necessary, apply the brakes intermittently, with moder¬ ate pressure, and release the pedal to allow the brakes to cool. The action of electric trailer brakes should be apparent to the driver, and sufficient to 42 | 2011 TRAILER LIFE Towing Guide handle the trailer's weight. The controller should be adjusted so that maximum braking action does not cause trailer-wheel lockup. Improper controller adjustment is a major cause of inadequate braking, so it's wise to study the manufacturer's instructions. Travel- trailer instability (fishtailing) should not occur in a well-balanced, well-hitched combination, but if it does, independent actuation of trailer brakes usually will bring the trailer back into line. Ford, GM and Dodge all offer factory- installed fully integrated brake controls on full-size pickups, and these units all work very nicely and are valuable safety components. When towing with a diesel, an aftermarket exhaust brake can be extremely beneficial, and many newer diesel trucks now offer fully integrated exhaust-brake control. Trailer Maneuvering All trailers require more space for turns, and travel trailers follow the tow-vehicle track more closely than do fifth-wheels, which track farther to the inside of a turn. There is need for continual awareness, which should eventually become second-nature after a modest amount of on-the-road experience. Fifth-wheel trailers are different to back than conventional trailers, and require more practice for someone accustomed to backing a conventional trailer. A well-used technique involves placing one's hand at the bottom of the steering wheel and moving it in the same direction the trailer is intended to go. It's more effective with travel trailers than with fifth- wheels, which often require more turning of the steering wheel. Handheld two-way radios can allow an assistant to more effectively relay backing instructions to the driver. Plus back-up cameras, such as available on many 2011 Ford and other trucks, help ease the difficulty of hitching up when a helper isn't available. Before each trip, it's essential to check the tires to assure that inflation pressures match those molded on tire sidewalls (cold), or that they are appropriate for your load (consult both the tire and vehicle load/inflation tables). Also, be sure to inspect all vehicle fluids, per standard maintenance procedure during heavy-duty vehicle use cycles, and make sure trailer-wheel lug nuts are tightened to factory specifications. Trailering is a great way to explore the new horizons and a great way to check out the wonderful camping destinations that are available to owners of recreational trailers. And always keep in mind that defensive driving will pay off in safe travel. G Go ToTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents RECREATIONAL VEHICLES ■MM**' Another Reason Why Our Customers “Come Home to KZ At KK„ we re interested in our customers. They know us, and we know them,. The lightweight Durango 1500 has eight floorplams to choose from and the Insurious Durango 2500 has nine nuorplans available. At KZ, all our products are built with quality, integrity, and one of the best warranty programs in the industry,., just for you KZ and you worth coming home to. WWW, com KZ Inc., go to www.trailerlife.com/info gotoTRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents Yeah, it’s good to be KING. Best-in-class towing power. 11,300 lbs * Full steam ahead TJn5€t i € t . fitfnro nf TMs i* the future of truck THE NEW 2011F-150 ECO** BOOST™ TOUGH FIND OUT MORE AT FORD.COM Ford Motor Company, go to www.trailerlife.com/info : Properly equipped. Class is Full-Size Pickups under 8,500 lbs. GVWR. **Available early 2011. Go To: TRAILER FOLLOW THE ROAD TO ADVENTURE LIFE com User Guide Contents TRAILER Welcome to our digital edition of Trailer Life Magazine. This format makes it easy for you to navigate the magazine and provides direct links to Internet sites of our advertisers, our TrailerLife.com Web site, and many Web sites to supplement our editorial features. Here are some tips on how to use Digital Trailer Life: gotoTRAILER User Guide Contents • Click on the TrailerLife.com button to go directly to our Web site. • Click on the User Guide button on any page to bring you back to this page. • Click on the Contents button to take you to the Table of Contents page from anywhere in the magazine b fin- • When the hand icon changes to a pointing ger, it indicates a link to a Web site or to another page in the magazine. • Use the Zoom tool to zoom in on the page. Use the Zoom-out tool ^ and hold down the option (Macintosh) or Windows key to toggle back and forth. • Click and drag using the Dynamic Zoom infinitely control the zoom. tool to Document Tools Window Help v. PH ft ^>) i 1 Co To ^ T DigitalTrailerLife0712u.pdf ► \ 3 % 2 y £} {Find ' Zoom Page Display | Single Page Rotate View ► Single Page Continuous Reading Mode Full Screen Mode ✓ Two-Up Two-Up Continuous 36L Menu Bar Toolbars Show Caps Between Pages OSM >/ Show Cover Page During Two—Up We recommend a Page Layout view of Two-Up (or Facing, depend¬ ing on the version of Reader), Showing Cover Page, however, Adobe Reader provides several options you may prefer. We hope you enjoy reading our Digital Trailer Life magazine, and we encourage your comments and suggestions to our editor at kbunker@aff inity group. com