More Than 700 Listings! a Tow Vehicle Trailer-Brake Controllers A Supplement to Tows your 11,300 lb. fish magnet* And takes you where they’re bitin Voice-activated SYNC® with MyFord Touch® puts everything you need at your dirty, crappie-smelling fingertips.** i ■, i :■ r-.i *When properly equipped. **Available feature. Driving while distracted can result in loss of vehicle control. Only use mobile phones and other devices, even with voice commands, when it is safe to do so. Not all features are compatible with all phones. INTRODUCING THE NEW “^7 2013 F-150 TAiiriu CONTENTS Choose Wisely Selecting the tow vehicle that works best for your TRAILER needs requires careful consideration of weights, measures and drivetrains EDITORIAL 10 What’s New in Towing 2013 The truck industry releases new engines, transmissions and technologies to improve and upgrade towing capabilities 16 How to Use This Guide Publisher Bob Livingston Editor Stuart Bourdon Managing Editor Tom Kaiser Associate Editor Amanda Lepinski 18 2013 Tow Ratings Guide 28 The Basics of Hitching Examining the various types of hitches, their uses and maintenance techniques 33 Trailer-Brake Controls Latest technology improves safety, reliability and stopping power CREATIVE Art Director Rick Damien EDIT0RIAL7BUSINESS OFFICE 3300 Fernbrook Lane N, Suite 200, Minneapolis, MN 55447 Call (800) 848-6247, Fax (763) 383-4499 Email info@trailerlife.com 36 Towing Packages What's included on these vital tow-vehicle options? 40 Towing Tips Patience, practice and defensive driving add up to a pleasant towing experience ADVERTISING Ventura, California VP/National Sales Terry Thompson P.0. Box 8505, Ventura, CA 93002 Tel (805) 667-4100, Fax (805) 667-4379 i Elkhart, Indiana Tacy Hendershot (772) 0288-0387 Lou Cicirelli (954) 297-9234 Seattle, Washington Scott Oakes (206) 283-9545 John Marciano (206) 235-7555 1818 Westlake Avenue N, #420 Seattle, WA 98109 Tel (206) 283-9545, Fax (206) 283-9571 Detroit, Michigan Crompton Holdings Scott Crompton 2031 Kings Highway, Shreveport, LA 71103 scottcrompton@mac.com Tel (334) 546-7243, Fax (334) 356-7740 CAMPING VOL/ WORLD Good Sam Sponsors Ford Motor Company (800) 392-3673 www.ford.com Starcraft ) 945-4787 info@starcraftrv.com towing photos by Rich Cox Photography STARCRAFT camping | pure and simp le. visitstarcraftcampirig.com to learn about our lightweight lineup. CHOOSE WISELY By Duncan O'Neal Keeping within manufacturer-assigned tow ratings is critical in making the appropriate model and option choices T here are many variables to consider when selecting the proper tow vehicle for your application. Among them are budget, brand and towing capacity — and it's important to examine them all carefully before making 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 that, when combined with read¬ ings from a public scale and from your own calculator, should help you determine the cor¬ rect 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, hitch hardware, fluids and occupants. Gross Vehicle Weight Rating (gvwr): The total allowable weight for the vehicle, includ¬ ing occupants, fluids, options, hitch hardware, 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 manufactur¬ er's weight limit for towed loads. For conven¬ tional 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. MATCHING UP THE TOW VEHICLE AND TRAILER The gvwr and gawr for all motor vehicles are listed on the data plate, typically affixed to the G( Contents driver's door frame, 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-condition¬ ing units and AC generators — sneaks on board after weighing, and may not be reflect¬ ed on the sticker. (And don't forget the fuel-fill tanks that some SURVs offer for campsite refu¬ eling of motorcycles and ATVs.) The Recreation 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. The gvwr figures are neither guidelines nor estimates; they are limits, and there are numer¬ ous valid reasons the manufacturer arrived 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 num¬ ber 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 options like luxu¬ ry-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. FOR EXAMPLE Here is an example of how to calculate the re¬ alistic towing capacity of a vehicle. For exam¬ ple, consider a fictional one-ton longbed, diesel, extended-cab, 2WD, single-rear-wheel pickup set up for towing. We'll arbitrarily as¬ sign 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 maxi¬ mum 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 CHOOSE WISELY 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 quot¬ ed towing ability. After adding options and peo¬ ple to the example truck, and subtracting 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 trail¬ er 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 cannot escape scrutiny. The vehicle's loaded weight, with the anticipated load of passengers aboard, must be subtracted from the gcwr to determine the realistic tow rating. OTHER FACTORS The tow-ratings chart in this publication lists vehicle-towing maximums segregated by en¬ gine, cab style, drive and single- or dual-rear wheels as appropriate. 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 confusing. You can do your own estimates by starting with the information given and keep¬ ing the following generalizations in mind. Transmission: For the majority of vehicles, 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 vehi¬ cles, a manual tranny might rate a 2,000- pound lower tow rating. Exceptions include high-output engines that are available only with manual gearboxes, vehicles where the manual transmission weighs more than the au¬ tomatic 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 multipli¬ cation. 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 accelerate 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 the tow rating and the 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 cir- Most automatic transmissions offer increased tow ratings over their manual counterparts. To be sure, always check with the manufacturer. 8 | TRAILER LIFE 2013 TOWING GUIDE cumstances, the difference between the high¬ est and lowest gear ratios offered (say, 3.42:1 and 4.10:1) results in a 1 .5-mpg decrease in non-towing, steady state-highway cruising. In most normal conditions that change is less than 1 mpg, and if you tow a relatively heavy trailer a lot, there's no question that the lowest 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 parasitic loss uses up energy. More important¬ ly, 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 towing package, do so. Not only is it usually required to get the top tow rating, but the contents rarely can be duplicated for the original cost — and it will add to resale value. You can plainly see the hitch receiver or electrical receptacle, but there are often other changes to the wiring system (including up-rated wire and fuses), alternator, battery, cooling system, power steering and lu¬ bricants. In some cases, integrated brake con¬ trollers and fifth-wheel hitches are also offered. Bed Length/Style: If there's a difference, a longbed truck may rate slightly lower in towing 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 people 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 platform for the heavier trailers, although not always with the highest tow rating. A dually will have a higher gvwr be¬ cause 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 concentrated on the rear axle as com¬ pared to the conventional 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 op¬ tions. However, using a larger wheel and lower- profile tire means a smaller air cushion and lower tire sidewall, to the extent that tow rat¬ ings generally drop whenever the wheel size in¬ creases — and ride comfort can be compro¬ mised. 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 by including on all 2011 and later Super Duty trucks; GM also offers a fifth-wheel saddle-ready 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. & TRAILER LIFE 2013 TOWING GUIDE | 9 New engines, transmissions and technologies catapult tow vehicles to higher levels of performance and comfort ver the past few years, RVers have witnessed a significant number of new developments in transmissions and an increase in overall tow ratings in trucks from the Big Three, despite the manufacturer's struggle to recover from hard economic times. Where a decade ago we used to watch as salvo after salvo was fired in a long-standing war between the manufacturers, now it has become one of technological one ups-man- ship. Each new truck is better and better, if not by miles, by yards, yet still better. The end re¬ sult, is that model by model, make by make, brand by brand, the RVer is still the winner. Trucks are getting better, smarter, easier to op¬ erate and they can tow more. Chrysler in par¬ ticular has fired a shot heard around the indus¬ try, with updated light-duty trucks and all-new heavy-duty trucks that promise best-in-class capability. Unfortunately, we'll have to wait an¬ other month or so for the new HD ratings, as Chrysler was unwilling to release any new numbers before press time. We'll publish them as soon as they're available. 10 | TRAILER LIFE 2013 TOWING GUIDE Forcfc EcoBoost uses direct-injectidfi and turbocharging in a gas engine, resulting in more power and minimal turbo lag. TRAILER LIFE 2013 TOWING GUIDE | 11 TOWING 2013 Now for the rest of the tow-vehicle manu¬ facturers. As usual, we're only going to cover vehicles from the major manufacturers, and only those which have undergone meaningful changes that could potentially improve the towing/outdoor experience — a minor exteri¬ or revision or new interior treatment doesn't make the cut. FORD Not much is new on the F-1 50 front, but the F-Series Super Duty is getting some up¬ grades to maintain its bragging rights. The conventional towing capacity has been raised to a class-leading 18,500 pounds, while payload capacity has been raised to 7,260 pounds. To support the added capaci¬ ty, the truck's brake system has been up¬ graded with increased brake rotor area (16.4 percent front, 14.5 percent rear), improved brake pads and a re-tuned brake booster for enhanced pedal feel. In lighter news, you've probably already seen the all-new Ford Escape — a welcome departure from the previous model both in looks and functionality. Powered by a base 2.5- liter Duratec four-cylinder or your choice of available direct injected, turbocharged 1.6- and 2.0-liter EcoBoost engines, the new Escape can tow up to 3,500 pounds (with an available tow-prep package), which is plenty for today's lightweight travel trailers. The en¬ gines are mated to a specially calibrated six- speed automatic transmission for a signifi¬ cant boost in fuel economy over the previous model. An array of available convenience features includes a hands-free power liftgate that you operate with the kick of your foot, active park assist, Blind Spot Information Sys¬ tem (BUS) and more. "The F-Series Super Duty is getting some upgrades to maintain its bragging rights." CHRYSLER Automotive manufacturers time the introduc¬ tion of new models and technologies carefully so that competitors doesn't steal their thunder. You'll recall that in 2011, GM significantly up¬ dated its HD models and Ford introduced its much-ballyhooed EcoBoost-equipped Ford F- 150, but 2013 is definitely the year of the Ram. Starting with the light-duty models, the base 3.7-liter V-6 has been replaced with a TRAILER LIFE 2013 TOWING GUIDE 13 new 3.6-liter Pentastar V-6 that generates 42 percent more horsepower, 13 percent more torque and approximately 20 percent better fuel economy. It's backed by a class-exclusive eight-speed automatic transmission dubbed the TorqueFlite 8 that contributes to the truck's best-in-class fuel-economy rating of 18 mpg city/25 mpg highway, as well as best-in-class standard V-6 towing capability, according to Chrysler. The same transmission will also be offered later this year behind the 395-hp Hemi V-8 en¬ gine. Moreover, Ram has pulled out all the stops to increase mpg with a host of new fea¬ tures. A so-called "thermal management sys¬ tem" quickly raises engine-oil and transmis¬ sion-fluid temperatures to reduce parasitic losses. Stop-Start, available on select Ram 1500 models, increases fuel efficiency by shut¬ ting the engine off when the truck comes to a complete stop, then restarts it automatically when the driver releases the brake. Chrysler maintains that the new system improves fuel economy by up to 3.3 percent, or about 1 mpg in a city drive cycle. Also contributing to im¬ proved fuel economy, not to mention a more comfortable ride, is an available-air-suspension system featuring five height settings: Normal (8.7 inches ground clearance), Aero (-.6 inch¬ es), Off-Road (+1.2 inches), Off-Road 2 (+2 inches) and Park (-2 inches). Electric power steering, improved aerodynamics and low rolling-resistance tires complete the fuel-sav¬ ing picture. As mentioned in the introduction, Chrysler is remaining tight-lipped about the new Ram HD photos courtesy of the manufacturers TOWING 2013 towing capabilities, but they assure us that they will be class-leading. In the meantime, we can tell you that the new Ram HD's available 6.7-liter Cummins diesel offers B-20 biofuel compatibility and a new diesel exhaust after-treatment system that increases oil-change intervals to 15,000 miles and contributes to a 10 percent fuel econ¬ omy improvement. The updated Cummins is available in three versions: 350 hp/660 lb-ft of torque with the G56 six-speed manual transmis¬ sion; 370 hp/800 lb-ft with the 68RFE six-speed automatic, and 385 hp/850 lb-ft with a new Aisin six-speed automatic. If diesel isn't your thing, you can still get the standard 385 hp Hemi, which is now avail¬ able in the Ram 3500. Finally, a segment- exclusive front-axle disconnect works with a new transfer case design to boost fuel econo¬ my by up to 1 mpg, according to Chrysler. As you might expect, there's more to the models than drivetrain alone. New frames feature eight-crossmember construction, hy- droformed main rails, full-boxed rear rails and (finally) optional fifth-wheel/gooseneck hitch-mounting provisions. The conventional trailer-hitch receiver has been upgraded to Class V with 17,000-pound load capability and 1,800 pounds of hitch weight. The new steering and suspension offers improved handling and drivability, while new lighting with excusive LED front turn signals, markers and tail lamps improve visibility. "Ram has pulled out all the stops to increase mpg with a host of new features." 14 | TRAILER LIFE 2013T0WING GUIDE NISSAN Betting that mid-size SUVs will remain popular in the coming years, Nissan recently intro¬ duced its all-new, fourth-generation Pathfind¬ er. Looking a lot more like a station wagon than the chunky body-on-frame version that directly preceded it, the new car-based Pathfinder reportedly offers best-in-class fuel economy, interior volume, front headroom and legroom and the most standard towing capaci¬ ty in its class at 5,000 pounds. It also offers several class exclusives, according to Nissan, such as an Xtronic CVT transmission, reclining third-row seat, Around View Monitor and an Easy Fill Tire Alert System, which provides visu¬ al and audible signals to help owners maintain correct tire pressure without the use of a tire- pressure gauge. Powered by a 260-hp 3.5-liter V-6, the new Pathfinder is available with front- wheel-drive or an available ALL-MODE 4x4-1 system with selectable 2WD, Auto or 4WD Lock modes. The mid-size Frontier pickup and popular Xterra SUV models are undergoing minor up¬ dates and will be available early in 2013. IN OTHER NEWS... The full-size Toyota Sequoia SUV will enter 2013 with only one engine choice: a 381 -hp 5.7-liter V-8. The Chevy Avalanche is in its final year, so if you've always wanted to own one, you better head to your Chevy dealer soon. And the following vehicles have been discon¬ tinued for 2013: Jeep Liberty, Kia Sedona, Mazda CX-7 and Suzuki Equator. TRAILER LIFE 2013TOWING GUIDE | 15 HOW TO USE THIS GUIDE T ow ratings for all vehicle manufacturers are listed in alphabetical order, and are organized by model type and configu¬ ration. In most instances, you will find a let¬ ter (or a letter and number) which identify the equipment 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 18. 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 column; that means all available engines are capable of that particular tow rating. Because each manufacturer lists its vehi¬ cles 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 rat¬ ings depending on transmission type and axle. Ford distinguishes between convention¬ al and fifth-wheel trailer towing. GM doesn't have separate conventional and fifth-wheel tow ratings, and instead simply indicates 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 rat¬ ings separated by a slash; the first rating is for conventional towing, the second is for fifth-wheel towing. Where applicable, we've also included rel¬ evant 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, payload capacity, gross vehicle weight rating (gvwr), gross combination weight rating (gcwr) and gross axle weight ratings (gawr). & 16 | TRAILER LIFE 2013T0WING GUIDE SAVING PEOPLE MONEY on more than just car insurance . 8 Some discounts, coverages, payment plans and features are not available in all states or all GEICO companies. 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. GEICO is a registered service mark of Government Employees Insurance Company, Washington, D.C. 20076; a Berkshire Hathaway Inc. subsidiary. © 2012 GEICO 2013 TOW RA KEY TO CHARTS a=Automatic transmission b=3.08:1 j=3.92:1 AWD=AII-Wheel Drive SRW=Single Rear Wheels a4=Automatic transmission, Four Speeds c=3.15:1 k=4.10:1 CC=Crew Cab CV=Cargo Van a5=Automatic transmission, Five Speeds d=3.21:1 1=4.30:1 KC=King Cab PV=Passenger Van a6=Automatic transmission, Six Speeds e=3.23:1 n=4.44:1 SB=Shortbed TD=Turbo Diesel a8=Automatic transmission, Eight Speeds f=3.31:1 0=4.56:1 Std Bed=Standard Bed TC=Turbocharged m=Manual transmission g=3.42:1 q=4.88:1 LB=Longbed SC=Supercharged m5=Manual transmission, Five Speeds 11=3.55:1 r=5.38:1 SWB=Short Wheelbase NA=Not applicable, m6=Manual transmission, Six Speeds i=3.73:1 LWB=Long Wheelbase DRW=Dual Rear Wheels or not available p=Cooling or other accessory package required A forward slash (/) denotes either/or; comma indicates more t=Towing package required than one footnote applies. VEHICLE ENGINE TOW LIMIT (lb) ACURA MDX 3.7LV-6 5,000 AUDI Q5 All 4,400 Q7 All 5,500* Q7 3.6LV-6 6,600 (t) * With dealer-installed hitch BMW X3 2.8i 2.01-4 TC 3,500 X3 3.5i 3.0L 1-6 TC 3,500 X5 3.5i 3.0LI-6TC 6,000 X535d 3.01-6 TD 6,000 X55.0i 4.4LV-8TC 6,000 X5M 4.4LV-8TC 6,000 X635i 3.0L 1-6 TC 6,000 X650i 4.4LV-8TC 6,000 X6M 4.4LV-8TC 6,000 BUICK Enclave FWD 3.6LV-6 2,000 Enclave FWD 3.6LV-6 4,500 (t) Enclave AWD 3.6LV-6 2,000 Enclave AWD 3.6LV-6 4500 (t) CADILLAC Escalade 2WD 6.2LV-8 8,300 Escalade AWD 6.2LV-8 8,100 Escalade ESV2WD 6.2LV-8 8,000 Escalade ESVAWD 6.2LV-8 7,700 Escalade EXT AWD 6.2LV-8 7,600 Escalade Two-Mode Hybrid 2WD 6.0LV-8 5,800 Escalade Two-Mode Hybrid 4WD 6.0LV-8 5,600 SRX FWD 3.6LV-6 2,500 SRX FWD 3.6LV-6 3,500 (t) SRX AWD 3.6LV-6 2,500 SRX AWD 3.6LV-6 3,500 (t) CHEVROLET Avalanche 1500 2WD 5.3LV-8 5,100 (b) Avalanche 1500 2WD 5.3LV-8 5600(g) Avalanche 1500 2WD 5.3LV-8 8,100 (g,p) Avalanche 1500 4WD 5.3LV-8 5,000 (b) Avalanche 1500 4WD 5.3LV-8 8,500 (g) Avalanche 1500 4WD 5.3LV-8 8,000 (g,p) CHEVROLET/GMC 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) Equinox/Terrain FWD/AWD 3.6 V-6 3,500 (t) Express/Savana 1500 SWB CV2WD 4.3LV-6 4,300 (g) Express/Savana 1500 SWB CV2WD 5.3LV-8 6,700 (g/i) Express/Savana 1500 SWB CVAWD 5.3LV-8 6,500 (g) Express/Savana 1500 SWB PV2WD 5.3LV-8 6,200 (g/i) Express/Savana 1500 SWB PVAWD 5.3LV-8 6,000 (g/i) Express/Savana 2500 SWB CV2WD 4.8LV-8 7,400 (g) Express/Savana 2500 SWB CV2WD 6.0LV-8 10,000 (g) 18 | TRAILER LIFE 2013T0WING GUIDE TINGS GUIDE Express/Savana 2500 SWB CV 2WD 6.6L V-8 TD 10,000 Express/Savana 2500 SWB PV2WD 6.0LV-8 6,700 (g) Express/Savana 2500 SWB PV2WD 6.0LV-8 9.800 (g) Express/Savana 2500 LWB CV2WD 4.8LV-8 7,200 (g) Express/Savana 2500 LWB CV2WD 6.0LV-8 10,000 (g) Express/Savana 2500 LWB CV2WD 6.6LV-8 10,000 Express/Savana 3500 SWB CV2WD 4.8LV-8 7.400 (g) Express/Savana 3500 SWB CV2WD 6.0LV-8 10,000 (g) Express/Savana 3500 SWB CV 2WD 6.6L V-8 TD 10,000 Express/Savana 3500 SWB PV2WD 6.0LV-8 9,700 (g) Express/Savana 3500 SWB PV2WD 6.6LV-8 10,000 Express/Savana 3500 LWB CV2WD 4.8LV-8 7,100 (g) Express/Savana 3500 LWB CV2WD 6.0LV-8 10,000 (g) Express/Savana 3500 LWB CV 2WD 6.6L V-8 TD 10,000 Express/Savana 3500 LWB PV2WD 6.0LV-8 9,300 (g) Express/Savana 3500 LWB PV 2WD 6.6L V-8 TD 9,700 Silverado/Sierra 1500 Reg Cab, Std Bed 1500 Reg Cab Std Bed2WD 4.3LV-6 4,800 (e) 1500 Reg Cab Std Bed2WD 4.3LV-6 5,400 (a,i) 1500 Reg Cab Std Bed2WD 4.3LV-6 4,100 (m,i) 1500 Reg Cab Std Bed2WD 4.8LV-8 4,700 (e) 1500 Reg Cab Std Bed2WD 4.8LV-8 7,200 (i) 1500 Reg Cab Std Bed2WD 5.3LV-8 6,600 (b) 1500 Reg Cab Std Bed2WD 5.3LV-8 7,400 (b,p) 1500 Reg Cab Std Bed2WD 5.3LV-8 9,100 (g,p) 1500 Reg Cab Std Bed4WD 4.3LV-6 5,100 (i) 1500 Reg Cab Std Bed4WD 4.8LV-8 6,000 (g) 1500 Reg Cab Std Bed4WD 5.3LV-8 6,400 (b) 1500 Reg Cab Std Bed4WD 5.3LV-8 7,100 (b,p) 1500 Reg Cab Std Bed4WD 5.3LV-8 8,900 (g,p) Silverado/Sierra 1500 Ext Cab, Std Bed Conventional/Fifth-Wheel Towing 1500 Ext Cab Std Bed2WD 4.3LV-6 4,400 (e) 1500 Ext Cab Std Bed2WD 4.8LV-8 4,700 (e) 1500 Ext Cab Std Bed2WD 4.8LV-8 6,700 (i) 1500 Ext Cab Std Bed2WD 5.3LV-8 6,200 (b) 1500 Ext Cab Std Bed2WD 5.3LV-8 6,900 (b,p) 1500 Ext Cab Std Bed2WD 5.3LV-8 9,700/9,400 (g,p) 1500 Ext Cab Std Bed2WD 6.2LV-8 9,700/9,400 (g,p) 1500 Ext Cab Std Bed2WD 6.2LV-8 10,700/10,600 (i,t) 1500 Ext Cab Std Bed4WD 4.8LV-8 5.500 (g) 1500 Ext Cab Std Bed4WD 5.3LV-8 6,100 (b) 1500 Ext Cab Std Bed4WD 5.3LV-8 6,800 (b,p) 1500 Ext Cab Std Bed4WD 5.3LV-8 9,600 (g) 1500 Ext Cab Std Bed4WD 6.2LV-8 9,400/9,100 (g,p) 1500 Ext Cab Std Bed4WD 6.2LV-8 10,400/10,300 (i,t) Silverado/Sierra 1500 CC, Short Bed 1500 CC Short Box 2WD 4.8LV-8 4,700 (e) 1500 CC Short Box 2WD 4.8LV-8 6,700 (i) 1500 CC Short Box 2WD 5.3LV-8 6,200 (b) 1500 CC Short Box 2WD 5.3LV-8 6,900 (b,p) 1500 CC Short Box 2WD (XFE) 5.3LV-8 7,000 (b) 1500 CC Short Box 2WD 5.3LV-8 9,600 (g,p) 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) 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 Short Bed, 1500 2WD and AWD Sierra Denali CC Short Bed 2WD 6.2LV-8 9,600 (p) Sierra Denali CC Short Bed AWD 6.2LV-8 9,400 (p) Silverado/Sierra 1500 Reg Cab LB 1500 Reg Cab LB 2WD 4.3LV-6 4,700 (o) 1500 Reg Cab LB 2WD 4.3LV-6 5,200 (s) 1500 Reg Cab LB 2WD 4.8LV-8 5,100 (o) 1500 Reg Cab LB 2WD 4.8LV-8 7,100 (s) 1500 Reg Cab LB 2WD 5.3LV-8 6,500 (d) 1500 Reg Cab LB 2WD 5.3LV-8 7,200 (d) 1500 Reg Cab LB 2WD 5.3LV-8 10,000/8,900 (g,p) 1500 Reg Cab LB4WD 4.3LV-6 4,900 (i) 1500 Reg Cab LB4WD 4.8LV-8 5.800 (g) 1500 Reg Cab LB4WD 5.3LV-8 6,300 (b) 1500 Reg Cab LB4WD 5.3LV-8 7,000 (b,p) 1500 Reg Cab LB4WD 5.3LV-8 9,800/9,700 (g,p) Silverado/Sierra 1500 Ext Cab LB 1500 Ext Cab LB2WD 5.3LV-8 6,000 (b) 1500 Ext Cab LB2WD 5.3LV-8 6,700 (b,p) TRAILER LIFE 2013 TOWING GUIDE | 19 2013 TOW RATINGS 1500 Ext Cab LB2WD 5.3LV-8 9,500/9,000 (g,p) 1500 Ext Cab LB4WD 5.3LV-8 5,800 (b) 1500 Ext Cab LB4WD 5.3LV-8 6,500 (b) 1500 Ext Cab LB4WD 5.3LV-8 9,300/8,100 (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 Siiverado/Sierra 2500 Reg Cab LB 2500 Reg Cab LB2WD 6.0LV-8 10,200 (i) 2500 Reg Cab LB2WD 6.0LV-8 13,000/14,700 (k) 2500 Reg Cab LB2WD 6.6LV-8TD 17,800 (i) 2500 Reg Cab LB4WD 6.0LV-8 9,900 (i) 2500 Reg Cab LB4WD 6.0LV-8 13,000/14,400 (k) 2500 Reg Cab LB4WD 6.6LV-8TD 17,500 (i) Silverado/Sierra 2500 Ext Cab Std Bed 2500 Ext Cab Std Bed 2WD 6.0LV-8 9,800 (i) 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 (i) 2500 Ext Cab Std Bed 4WD 6.0LV-8 9,500 (i) 2500 Ext Cab Std Bed 4WD 6.0LV-8 13,000/14,000 (k) 2500 Ext Cab Std Bed 4WD 6.6LV-8TD 16,400 Silverado/Sierra 2500 CC Std Bed 2500 CCStd Bed 2WD 6.0LV-8 9,700 (i) 2500 CC Std Bed 2WD 6.0LV-8 13,000/14,200 (k) 2500CCStd Bed 2WD 6.6LV-8TD 17,400 (i) Sierra Denali 2500 2WD 6.6LV-8TD 16,500 (i) 2500CCStd Bed 4WD 6.0LV-8 9,400 (i) 2500CCStd Bed 4WD 6.0LV-8 13,000/13,900 (k) 2500CCStd Bed 4WD 6.6LV-8TD 15,800 (i) Sierra Denali 2500 4WD 6.0LV-8 9,300 (i) Sierra Denali 2500 4WD 6.6LV-8TD 14,700 (k) Silverado/Sierra 2500 Reg Cab LB 2500 Reg Cab LB2WD 6.0LV-8 10,200 (i) 2500 Reg Cab LB2WD 6.0LV-8 13,000/14,700 (k) 2500 Reg Cab LB2WD 6.6LV-8TD 17,800 (i) 2500 Reg Cab LB4WD 6.0LV-8 9,900 (i) 2500 Reg Cab LB4WD 6.0LV-8 13,000/14,400 (k) 2500 Reg Cab LB4WD 6.6LV-8TD 17,500 (i) Silverado/Sierra 2500 Ext Cab LB 2500 Ext Cab LB2WD 6.0LV-8 9,700 (i) 2500 Ext Cab LB2WD 6.0LV-8 13,000/14,200 (k) 2500 Ext Cab LB2WD 6.6LV-8TD 17,400 (i) 2500 Ext Cab LB4WD 6.0LV-8 9,400 (i) 2500 Ext Cab LB4WD 6.0LV-8 13,000/13,900 (k) 2500 Ext Cab LB4WD 6.6LV-8TD 15,700 (i) Silverado/Sierra 2500 CC LB 2500 CC LB2WD 6.0LV-8 9,600 (i) 2500 CC LB2WD 6.0LV-8 13,000/14,100 (k) 2500 CC LB2WD 6.6LV-8TD 16,700 (i) 2500 CC LB4WD 6.0LV-8 9,300 (i) 2500 CC LB4WD 6.0LV-8 13,000/13,800 (k) 2500 CC LB4WD 6.6LV-8TD 14,700 (i) Silverado/Sierra 3500 Reg Cab 3500 Reg Cab SRW2WD 6.0LV-8 13,000/14,500 (k) 3500 Reg Cab DRW2WD 6.0LV-8 9,600 (i) 3500 Reg Cab DRW2WD 6.0LV-8 14,100/14,200 (k) 3500 Reg Cab SRW4WD 6.0LV-8 9,700 (i) 3500 Reg Cab SRW4WD 6.0LV-8 13,000/14,200 (k) 3500 Reg Cab SRW4WD 6.6LV-8TD 17,400 (i) 3500 Reg Cab DRW4WD 6.0LV-8 9,300 (i) 3500 Reg Cab DRW4WD 6.0LV-8 13,800 (k) 3500 Reg Cab DRW4WD 6.6LV-8TD 23,100 (i) Silverdo/Sierra 3500 Ext Cab 3500 Ext Cab SRW2WD 6.0LV-8 9,500 (i) 3500 Ext Cab SRW2WD 6.0LV-8 13,000/14,000 (k) 3500 Ext Cab SRW2WD 6.6LV-8TD 17,300 (i) 3500 Ext Cab DRW 2WD 6.0LV-8 9,100/9,200 (i) 3500 Ext Cab DRW 2WD 6.0LV-8 13,600/13,700 (k) 3500 Ext Cab DRW 2WD 6.6LV-8TD 22,800 (i) 3500 Ext Cab SRW4WD 6.0LV-8 9,200 (i) 3500 Ext Cab SRW4WD 6.0LV-8 13,000/13,700 (k) 3500 Ext Cab SRW4WD 6.6LV-8TD 16,900 (i) 3500 Ext Cab DRW 4WD 6.0LV-8 8,900 (i) 3500 Ext Cab DRW 4WD 6.0LV-8 13,400 (k) 3500 Ext Cab DRW 4WD 6.6LV-8TD 22,600 (i) Silverado/Sierra 3500 CC 3500CCStd BedSRW2WD 6.0LV-8 9,500 (i) 3500CCStd BedSRW2WD 6.0LV-8 13,000/14,000 (k) 3500CCStd BedSRW2WD 6.6LV-8TD 17,200 (i) 3500CCStd BedSRW2WD Denali 6.6LV-8TD 17,100 (i) 3500CCStd BedSRW4WD 6.0LV-8 9,200 (i) 3500CCStd BedSRW4WD 6.0LV-8 13,000/13,700 (k) 3500CCStd BedSRW4WD 6.6LV-8TD 17,000 (i) 3500CCStd BedSRW4WD Denali 6.6LV-8TD 16,800 (k) 20 | TRAILER LIFE 2013 TOWING GUIDE 3500 CC LB SRW2WD 6.0LV-8 9,400 (i) Dodge Durango AWD 3.6 V-6 6,200 3500 CC LB SRW2WD 6.0LV-8 13,000/13,900 (k) Dodge Durango AWD 5.7 V-8 7,200 3500 CC LB SRW2WD 6.6LV-8TD 17,300 (i) 3500 CC LBDRW2WD 6.0LV-8 9,000 (i) RAM 3500 CC LBDRW2WD 6.0LV-8 13,500 (k) Ram 1500 Regular Cab 3500 CC LBDRW2WD 6.6LV-8TD 22,800 (i) 1500 Reg Cab SB2WD 3.6LV-6 4,800 (a8,d) 3500 CC LBDRW2WD Denali 6.6LV-8TD 22,600 (i) 1500 Reg Cab SB2WD 3.6LV-6 6,500 (a8,h) 3500 CC LB SRW4WD 6.0LV-8 9,100 (i) 1500 Reg Cab SB2WD 4.7LV-8 6,450 (a6,h) 3500 CC LB SRW4WD 6.0LV-8 13,000/13,600 (k) 1500 Reg Cab SB2WD 4.7LV-8 7,700 (a6j) 3500 CC LB SRW4WD 6.6LV-8TD 16,800 (i) 1500 Reg Cab SB2WD 5.7LV-8 7,150 (a6,d) 3500 CC LBDRW4WD 6.0LV-8 8,700 (i) 1500 Reg Cab SB2WD 5.7LV-8 9,200 (a6,h) 3500 CC LBDRW4WD 6.0LV-8 13,200 (k) 1500 Reg Cab SB2WD 5.7LV-8 9,150 (a6j) 3500 CC LBDRW4WD 6.6LV-8TD 22,500 (i) 1500 Reg Cab SB 2WD R/T model 5.7LV-8 5,050 (a6,k) 3500 CC LBDRW4WD Denali 6.6LV-8TD 22,300 (i) 1500 Reg Cab SB4WD 3.6LV-6 4,550 (a8,d) 1500 Reg Cab SB4WD 3.6LV-6 6,250 (a8,h) Chevy Tahoe and Suburban, GMC Yukon,Yukon XL, 1500 Reg Cab SB4WD 4.7LV-8 6,200 (a6,h) Yukon and Yukon XL Denali 1500 Series 1500 Reg Cab SB4WD 4.7LV-8 7,450 (a6j) Tahoe/Yukon 2WD 5.3LV-8 5,500 (b) 1500 Reg Cab SB4WD 5.7LV-8 9,000 (a6,h) Tahoe/Yukon 2WD 5.3LV-8 6,000 (g) 1500 Reg Cab SB4WD 5.7LV-8 8,950 (a6j) Tahoe/Yukon 2WD 5.3LV-8 8,500 (g,p,) SLT/Outdoorsman ratings. Other trim levels may be slightly less. See dealer for Tahoe/Yukon Two-Mode Hybrid, 2WD 6.0LV-8 6,200 details. Tahoe/Yukon 4WD 5.3LV-8 5,200 (b) Tahoe/Yukon 4WD 5.3LV-8 5.700 (g) Ram 1500 Regular Cab Long Bed Tahoe/Yukon 4WD 5.3LV-8 8,200 (g,p) 1500 Reg Cab LB 2WD 3.6LV-6 4,600 (a8,d) Tahoe/Yukon Two-Mode Hybrid, 4WD 6.0LV-8 5,900 1500 Reg Cab LB 2WD 3.6LV-6 6,300 (a8,h) Suburban/Yukon XL 2WD 5.3LV-8 5,100 (b) 1500 Reg Cab LB 2WD 4.7LV-8 6,300 (a6,h) Suburban/Yukon XL 2WD 5.3LV-8 5,600 (g) 1500 Reg Cab LB 2WD 4.7LV-8 7,550 (a6j) Suburban/Yukon XL 2WD 5.3LV-8 8,100 (g,p) 1500 Reg Cab LB 2WD 5.7LV-8 7,000 (a6,d) Suburban/Yukon XL 4WD 5.3LV-8 5,000 (b) 1500 Reg Cab LB 2WD 5.7LV-8 9,050 (a6h) Suburban/Yukon XL 4WD 5.3LV-8 5,500 (g) 1500 Reg Cab LB 2WD 5.7LV-8 10,450 (a6j) Suburban/Yukon XL 4WD 5.3LV-8 8,000 (g,p) 1500 Reg Cab LB4WD 3.6LV-6 4,400 (a8,d) Yukon Denali 2WD 6.2LV-8 8,300 1500 Reg Cab LB4WD 3.6LV-6 6,100 (a8,h) Yukon Denali AWD 6.2LV-8 8,100 1500 Reg Cab LB4WD 4.7LV-8 6,100 (a6,h) Yukon Denali Two-Mode Hybrid, 2WD 6.0LV-8 6,000 1500 Reg Cab LB4WD 4.7LV-8 7,350 (a6j) Yukon Denali Two-Mode Hybrid, 4WD 6.0LV-8 5,700 1500 Reg Cab LB4WD 5.7LV-8 8,800 (a6,h) Yukon XL Denali 2WD 6.2LV-8 7,900 1500 Reg Cab LB4WD 5.7LV-8 10,300 (a6j) Yukon XL Denali AWD 6.2LV-8 7,800 Ram 1500 Quad Cab Chevy Suburban, GMC Yukon XL 2500 Ram 1500 Quad Cab 2WD 3.6LV-6 4,400 (a8,d) 2500 Long Wheelbase 2WD 6.0LV-8 9,600 Ram 1500 Quad Cab 2WD 3.6LV-6 6,100 (a8,h) 2500 Long Wheelbase 4WD 6.0LV-8 9,400 Ram 1500 Quad Cab 2WD 4.7LV-8 6,100 (a6,h) Ram 1500 Quad Cab 2WD 4.7LV-8 7,350 (a6j) | CHRYSLER _1 Ram 1500 Quad Cab 2WD 5.7LV-8 6,800 (a6,d) Dodge Grand Caravan 3.6LV-6 3,600 (t) Ram 1500 Quad Cab 2WD 5.7LV-8 8,850 (a6,h) Dodge Journey FWD and AWD 3.6LV-6 2,500 (t) Ram 1500 Quad Cab 2WD 5.7LV-8 10,350 (a6j) Chrysler Town and Country 3.6LV-6 3,600 (t) Ram 1500 Quad Cab4WD 3.6LV-6 4,150 (a8,d) Dodge Durango RWD 3.6 V-6 6,200 Ram 1500 Quad Cab4WD 3.6LV-6 5,850 (a8h) Dodge Durango RWD 5.7 V-8 7,400 Ram 1500 Quad Cab4WD 4.7LV-8 5,900 (a6,h) TRAILER LIFE 2013T0WING GUIDE | 21 2013 TOW RATINGS Ram 1500 Quad Cab4WD 4.7LV-8 7,150 (aBj) Ram 1500 Quad Cab4WD 5.7LV-8 8,600 (a6,h) Ram 1500 Quad Cab4WD 5.7LV-8 10,100 (a6j) Ram 1500 Crew Cab Ram 1500 CC2WD 3.6LV-6 4,350 (a8,d) Ram 1500CC2WD 3.6LV-6 6,050 (a8,h) Ram 1500CC2WD 4.7LV-8 6,000 (a6,h Ram 1500 CC2WD 4.7LV-8 7,250 (a6j) Ram 1500 CC2WD 5.7LV-8 6,750 (a6,d) Ram 1500CC2WD 5.7LV-8 8,800 (a6,h) Ram 1500CC2WD 5.7LV-8 10,300 (a6j) Ram 1500 CC4WD 3.6LV-6 4,100 (a8,d) Ram 1500 CC4WD 3.6LV-6 5,800 (a8,h) Ram 1500CC4WD 4.7LV-8 5,800 (a6,h) Ram 1500CC4WD 5.7LV-8 7,050 (a6j) Ram 1500 CC4WD 5.7LV-8 8,550 (a6,h) Ram 1500 CC4WD 5.7LV-8 10,050 (a6j) Ram 2500 Regular Cab Long Bed Ram 2500 LB 2WD 5.7LV-8 11,400 (a6,i) Ram 2500 LB 2WD 5.7LV-8 14,400 (a6,k) Ram 2500 LB 2WD 6.7L 1-6 TD 12,400 (m6,g) Ram 2500 LB 2WD 6.7L 1-6 TD 13,400 (m6,i) Ram 2500 LB 2WD 6.7L 1-6 TD 10,500 (a6,g) Ram 2500 LB 2WD 6.7L 1-6 TD 13,500 (a6,i) Ram 2500 LB 2WD 6.7L 1-6 TD 15,500 (a6,k) Ram 2500 LB4WD 5.7LV-8 10,900 (a6,i) Ram 2500 LB4WD 5.7LV-8 13,900 (a6,k) Ram 2500 LB4WD 6.7L 1-6 TD 12,000 (m6,g) Ram 2500 LB4WD 6.7L 1-6 TD 13,000 (m6,i) Ram 2500 LB4WD 6.7L 1-6 TD 10,050 (a6,g) Ram 2500 LB4WD 6.7L 1-6 TD 13,050 (a6,i) Ram 2500 LB4WD 6.7L 1-6 TD 15,050 (a6,k) Ram 2500 Crew Cab Short Bed Ram 2500 Crew Cab SB 2WD 5.7LV-8 11,000 (a6,i) Ram 2500 Crew Cab SB 2WD 5.7LV-8 14,000 (a6,k) Ram 2500 Crew Cab SB 2WD 6.7L 1-6 TD 12,050 (m6,g) Ram 2500 Crew Cab SB 2WD 6.7LI-6TD 13,050 (m6,i) Ram 2500 Crew Cab SB 2WD 6.7L 1-6 TD 10,150 (a6,g) Ram 2500 Crew Cab SB 2WD 6.7L 1-6 TD 13,150 (a6,i) Ram 2500 Crew Cab SB 2WD 6.7L 1-6 TD 15,150 (a6,k) Ram 2500 Crew Cab SB 4WD 5.7LV-8 10,550 (a6,i) Ram 2500 Crew Cab SB 4WD 5.7LV-8 13,550 (a6,k) Ram 2500 Power Wagon 4WD 5.7LV-8 10,250 (a5,o) Ram 2500 Crew Cab SB 4WD 6.7L 1-6 TD 11,550 (m6,g) Ram 2500 Crew Cab SB 4WD 6.7LI-6TD 12,550 (m6,i) Ram 2500 Crew Cab SB 4WD 6.7LI-6TD 9,650 (a6,g) Ram 2500 Crew Cab SB 4WD 6.7L 1-6 TD 12,650 (a6,i) Ram 2500 Crew Cab SB 4WD 6.7L 1-6 TD 14,650 (a6,k) Ram 2500 Crew Cab Long Bed Ram 2500 Crew Cab LB2WD 5.7LV-8 10,900 (a6,i) Ram 2500 Crew Cab LB2WD 5.7LV-8 13,900 (a6,k) Ram 2500 Crew Cab LB2WD 6.7L 1-6 TD 11,900 (m6,g) Ram 2500 Crew Cab LB2WD 6.7L 1-6 TD 12,900 (m6,i) Ram 2500 Crew Cab LB2WD 6.7L 1-6 TD 10,000 (a6,g) Ram 2500 Crew Cab LB2WD 6.7L 1-6 TD 13,000 (a6,i) Ram 2500 Crew Cab LB2WD 6.7L 1-6 TD 15,000 (a6,k) Ram 2500 Crew Cab LB4WD 5.7LV-8 10,400 (a6,i) Ram 2500 Crew Cab LB 4WD 5.7LV-8 13,400 (a6,k) Ram 2500 Crew Cab LB4WD 6.7L 1-6 TD 11,500 (m6,g) Ram 2500 Crew Cab LB4WD 6.7L 1-6 TD 12,500 (m6,i) Ram 2500 Crew Cab LB4WD 6.7L 1-6 TD 9,600 (a6,g) Ram 2500 Crew Cab LB 4WD 6.7L 1-6 TD 12,600 (a6,i) Ram 2500 Crew Cab LB4WD 6.7L 1-6 TD 14,600 (a6,k) Ram 2500 Mega Cab Ram 2500 Mega Cab 2WD 5.7LV-8 10,600 (a6,i) Ram 2500 Mega Cab 2WD 5.7LV-8 13,600 (a5,k) Ram 2500 Mega Cab 2WD 6.7L 1-6 TD 11,750 (m6,g) Ram 2500 Mega Cab 2WD 6.7LI-6TD 12,750 (m6,i) Ram 2500 Mega Cab 2WD 6.7L 1-6 TD 9,800 (a6,g) Ram 2500 Mega Cab 2WD 6.7L 1-6 TD 12,800 (a6,i) Ram 2500 Mega Cab 2WD 6.7L 1-6 TD 14,800 (a6,k) Ram 2500 Mega Cab 4WD 5.7LV-8 10,150 (a6,i) Ram 2500 Mega Cab 4WD 5.7LV-8 13,150 (a6,k) Ram 2500 Mega Cab 4WD 6.7L 1-6 TD 11,250 (m6,g) Ram 2500 Mega Cab 4WD 6.7L 1-6 TD 12,250 (m6,i) Ram 2500 Mega Cab 4WD 6.7L 1-6 TD 9,300 (a6,g) Ram 2500 Mega Cab 4WD 6.7L 1-6 TD 12,300 (a6,i) Ram 2500 Mega Cab 4WD 6.7L 1-6 TD 14,300 (a6,k) Ram 3500 Regular Cab Long Bed Ram 3500 Regular Cab LB DRW 2WD 6.7L 1-6 TD 12,050 (m6,g) Ram 3500 Regular Cab LB DRW 2WD 6.7L 1-6 TD 14,050 (m6,i) Ram 3500 Regular Cab LB DRW 2WD 6.7L 1-6 TD 10,150 (a6,g) Ram 3500 Regular Cab LB DRW 2WD 6.7L 1-6 TD 14,050 (a6,i) Ram 3500 Regular Cab LB DRW 2WD 6.7L 1-6 TD 22,750 (a6,k) Ram 3500 Regular Cab LB DRW 4WD 6.7L 1-6 TD 11,600 (m6,g) Ram 3500 Regular Cab LB DRW 4WD 6.7L 1-6 TD 13,600 (m6,i) Ram 3500 Regular Cab LB DRW 4WD 6.7L 1-6 TD 9,700 (a6,g) Ram 3500 Regular Cab LB DRW 4WD 6.7L 1-6 TD 13,700 (a6,i) Ram 3500 Regular Cab LB DRW 4WD 6.7L 1-6 TD 22,300 (a6,k) 22 | TRAILER LIFE 2013 TOWING GUIDE Ram 3500 Crew Cab Short Bed Ram 3500 Crew Cab SB SRW2WD 6.7L 1-6 TD 12,000 (m6,g) Ram 3500 Crew Cab SB SRW2WD 6.7L 1-6 TD 14,000 (m6,i) Ram 3500 Crew Cab SB SRW2WD 6.7L 1-6 TD 10,050 (a6,g) Ram 3500 Crew Cab SB SRW2WD 6.7L 1-6 TD 14,050 (a6,i) Ram 3500 Crew Cab SB SRW2WD 6.7L 1-6 TD 17,050 (a6,k) Ram 3500 Crew Cab SB SRW4WD 6.7L 1-6 TD 11,700 (m6,g) Ram 3500 Crew Cab SB SRW4WD 6.7L 1-6 TD 13,700 (m6,i) Ram 3500 Crew Cab SB SRW4WD 6.7L 1-6 TD 9,750 (a6,g) Ram 3500 Crew Cab SB SRW4WD 6.7L 1-6 TD 13,750 (a6,i) Ram 3500 Crew Cab SB SRW4WD 6.7L 1-6 TD 16,750 (a6,k) Ram 3500 Crew Cab Long Bed Ram 3500 Crew Cab LBSRW2WD 6.7L 1-6 TD 11,850 (m6,g) Ram 3500 Crew Cab LBSRW2WD 6.7L 1-6 TD 13,850 (m6,i) Ram 3500 Crew Cab LBSRW2WD 6.7L 1-6 TD 9,900 (a6,g) Ram 3500 Crew Cab LBSRW2WD 6.7L 1-6 TD 13,900 (a6,i) Ram 3500 Crew Cab LBSRW2WD 6.7L 1-6 TD 16,900 (a6,k) Ram 3500 Crew Cab LBDRW2WD 6.7L 1-6 TD 11,600 (m6,g) Ram 3500 Crew Cab LBDRW2WD 6.7L 1-6 TD 13,600 (m6,i) Ram 3500 Crew Cab LBDRW2WD 6.7L 1-6 TD 9,700 (a6,g) Ram 3500 Crew Cab LBDRW2WD 6.7L 1-6 TD 13,700 (a6,i) Ram 3500 Crew Cab LBDRW2WD 6.7L 1-6 TD 19,050 (a6,k) Ram 3500 Crew Cab LBSRW4WD 6.7L 1-6 TD 11,550 (m6,g) Ram 3500 Crew Cab LBSRW4WD 6.7L 1-6 TD 13,550 (m6,i) Ram 3500 Crew Cab LBSRW4WD 6.7L 1-6 TD 9,650 (a6,g) Ram 3500 Crew Cab LBSRW4WD 6.7L 1-6 TD 13,650 (a6,i) Ram 3500 Crew Cab LBSRW4WD 6.7L 1-6 TD 16,650 (a6,k) Ram 3500 Crew Cab LBDRW4WD 6.7L 1-6 TD 11,200 (m6,g) Ram 3500 Crew Cab LBDRW4WD 6.7L 1-6 TD 13,200 (m6,i) Ram 3500 Crew Cab LBDRW4WD 6.7L 1-6 TD 9,250 (a6,g) Ram 3500 Crew Cab LBDRW4WD 6.7L 1-6 TD 13,250 (a6,i) Ram 3500 Crew Cab LBDRW4WD 6.7L 1-6 TD 20,950 (a6,k) Ram 3500 Mega Cab Ram 3500 Mega Cab SRW2WD 6.7L 1-6 TD 11,700 (m6,g) Ram 3500 Mega Cab SRW2WD 6.7L 1-6 TD 13,700 (m6,i) Ram 3500 Mega Cab SRW2WD 6.7L 1-6 TD 9,750 (a6,g) Ram 3500 Mega Cab SRW2WD 6.7L 1-6 TD 13,750 (a6,i) Ram 3500 Mega Cab SRW2WD 6.7L 1-6 TD 16,750 (a6,k) Ram 3500 Mega Cab DRW 2WD 6.7L 1-6 TD 11,350 (m6,g) Ram 3500 Mega Cab DRW 2WD 6.7L 1-6 TD 13,350 (m6,i) Ram 3500 Mega Cab DRW 2WD 6.7L 1-6 TD 9,450 (a6,g) Ram 3500 Mega Cab DRW 2WD 6.7L 1-6 TD 13,450 (a6,i) Ram 3500 Mega Cab DRW 2WD 6.7L 1-6 TD 18,450 (a6,k) Ram 3500 Mega Cab SRW4WD 6.7L 1-6 TD 11,350 (m6,g) Ram 3500 Mega Cab SRW4WD 6.7L 1-6 TD 13,350 (m6,i) Ram 3500 Mega Cab SRW4WD 6.7L 1-6 TD 9,400 (a6,g) Ram 3500 Mega Cab SRW4WD 6.7L 1-6 TD 13,400 (a6,i) Ram 3500 Mega Cab SRW4WD 6.7L 1-6 TD 16,400 (a6,k) Ram 3500 Mega Cab DRW 4WD 6.7L 1-6 TD 10,950 (m6,g) Ram 3500 Mega Cab DRW 4WD 6.7L 1-6 TD 12,950 (m6,i) Ram 3500 Mega Cab DRW 4WD 6.7L 1-6 TD 9,000 (a6,g) Ram 3500 Mega Cab DRW 4WD 6.7L 1-6 TD 13,000 (a6,i) Ram 3500 Mega Cab DRW 4WD 6.7L 1-6 TD 18,000 (a6,k) FORD E-Series Van/Wagon E-150 Van 4.6LV-8 6,000 (i) 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 (i) E-150 Extended Van 4.6LV-8 6,400 (k) E-150 Extended Van 5.4LV-8 7,300 (i/k) E-250 Van 4.6LV-8 6,000 (i) 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 (i) 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 (i) 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 (i) E-350 Super Duty Extended Van 6.8LV-10 10,000 (k) E-150 Wagon 4.6LV-8 5,600 (i) 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) E-350 Super Duty Wagon 6.8LV-10 8,500 (i) 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 (i)* E-350 Super Duty Ext. Wagon 6.8LV-10 10,000 (k)* Ratings for If-passenger van. Ratings for 14-15 passenger van op to 200 lb less. Edge, Escape, Explorer, Expedition, Flex Edge 3.5LV-6 3,500 (t) Edge 3.7 V-6 2,000* Escape 1.6LTC 2,000 Escape 2.0LTC 3,500 (t) Explorer 2.0LTC 2,000 Explorer 3.5LV-6 2,000 Explorer 3.5LV-6 5,000 (t) Expedition 2WD 5.4LV-8 6,000 TRAILER LIFE 2013T0WING GUIDE | 23 2013 TOW RATINGS Expedition 2WD 5.4LV-8 9,200 (t) Expedition 4WD 5.4LV-8 6,000 Expedition 4WD 5.4LV-8 9,000 (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 4,500 (t) *Sport model with 22-inch wheels F-150 F-150 Reg Cab SB2WD 3.7LV-6 5,500 (h) F-150 Reg Cab SB2WD 3.7LV-6 6,600 (i) F-150 Reg Cab SB2WD 5.0LV-8 7,900 (f) F-150 Reg Cab SB2WD 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 6,700 (i) 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 (i) F-150 Reg Cab LB 2WD 3.5LV-6TC 8,800 (c) F-150 Reg Cab LB 2WD 3.5LV-6TC 9,700 (f) F-150 Reg Cab LB 2WD 3.5LV-6TC 9,800 (h) F-150 Reg Cab LB 2WD 3.5LV-6TC 11,300 (Lt) 1 F-150 Reg Cab SB4WD 3.7LV-6 6,300 (i) F-150 Reg Cab SB4WD 5.0LV-8 7,600 (h) F-150 Reg Cab SB4WD 5.0LV-8 8,000 (i) F-150 Reg Cab LB4WD 3.7LV-6 6,500 (i) F-150 Reg Cab LB4WD 5.0LV-8 8,100 (h) F-150 Reg Cab LB4WD 5.0LV-8 9,700 (i) F-150 Reg Cab LB4WD 3.5LV-6TC 9,600 (f) F-150 Reg Cab LB4WD 3.5LV-6TC 9,700 (h/i) F-150 Reg Cab LB4WD 3.5LV-6TC 11,300 at) 1 F-150 SuperCab Std Bed2WD 3.7LV-6 6,400 (i) F-150 SuperCab Std Bed2WD 5.0LV-8 8,100 (f) F-150 SuperCab Std Bed2WD 5.0LV-8 9,500 (h) F-150 SuperCab Std Bed2WD 3.5LV-6TC 8,600 (c) F-150 SuperCab Std Bed2WD 3.5LV-6TC 9,500 (f) F-150 SuperCab Std Bed2WD 3.5LV-6TC 9,800 (h) F-150 SuperCab Std Bed2WD 3.5LV-6TC 11,300 at) F-150 SuperCab Std Bed2WD 6.2LV-8 9,800 (h) F-150 SuperCab Std Bed2WD 6.2LV-8 11,300 (i) F-150 SuperCab LB2WD 5.0LV-8 7,900 (f) F-150 SuperCab LB2WD 5.0LV-8 9,300 (h) F-150 SuperCab LB2WD 5.0LV-8 9,600 (i) F-150 SuperCab LB2WD 3.5LV-6TC 8,400 (c) F-150 SuperCab LB2WD 3.5LV-6TC 9,300 (f) 24 | TRAILER LIFE 2013 TOWING GUIDE F-150 SuperCab LB 2WD 3.5LV-6TC 9.600 (h) F-150 SuperCab LB2WD 3.5LV-6TC 11,300 at) 1 F-150 SuperCab Short Bed 4WD 6.2LV-8 6,000 (k) F-150 SuperCab Std Bed4WD 3.7LV-6 6,100 (i) F-150 SuperCab Std Bed4WD 5.0LV-8 7,800 (h) F-150 SuperCab Std Bed4WD 5.0LV-8 9,400 (i) F-150 SuperCab Std Bed4WD 3.5LV-6TC 9,400 (1) F-150 SuperCab Std Bed4WD 3.5LV-6TC 9,700 (h/i) F-150 SuperCab Std Bed4WD 3.5LV-6TC 11,300 (i,t) F-150 SuperCab Std Bed4WD 3.5LV-6TC 11,300 (k) F-150 SuperCab Std Bed4WD 6.2LV-8 9,700 (h) F-150 SuperCab Std Bed4WD 6.2LV-8 11,200 (i) F-150 SuperCab LB4WD 5.0LV-8 7,600 (h) F-150 SuperCab LB4WD 5.0LV-8 9,200 (i) F-150 SuperCab LB4WD 5.0LV-8 9,300 (i) 1 F-150 SuperCab LB4WD 3.5LV-6TC 9,300 (1) F-150 SuperCab LB4WD 3.5LV-6 TC 9,600 (h/i) F-150 SuperCab LB4WD 3.5LV-6TC 11,100 (i/t) 1 F-150 SuperCab LB4WD 3.5LV-6TC 11,100 (k) F-150 SuperCrew Short Bed 2WD 3.7LV-6 6,300 (i) F-150 SuperCrew Short Bed 2WD 5.0LV-8 8,000 (f/h) F-150 SuperCrew Short Bed 2WD 5.0LV-8 9,400 (i) F-150 SuperCrew Short Bed 2WD 3.5LV-6 TC 8,500 (c) F-150 SuperCrew Short Bed 2WD 3.5LV-6TC 9,400 (f) F-150 SuperCrew Short Bed 2WD 3.5LV-6TC 9,800 (h) F-150 SuperCrew Short Bed 2WD 3.5LV-6TC 7,500 (h) F-150 SuperCrew Short Bed 2WD 3.5LV-6 TC 11,300 (i,t) F-150 SuperCrew Short Bed 2WD 6.2LV-8 9,800 (h) F-150 SuperCrew Short Bed 2WD 6.2LV-8 7,500 (i) 2 F-150 SuperCrew Short Bed 2WD 6.2LV-8 11,300 (i) F-150 SuperCrew Std Bed 2WD 5.0LV-8 7,900 (f/h) F-150 SuperCrew Std Bed 2WD 5.0LV-8 9,300 (i) F-150 SuperCrew Std Bed 2WD 5.0LV-8 9,500 (i) F-150 SuperCrew Std Bed 2WD 3.5LV-6TC 8,400 (c) F-150 SuperCrew Std Bed 2WD 3.5LV-6TC 9,300 (i) F-150 SuperCrew Std Bed 2WD 3.5LV-6TC 9,700 (h) F-150 SuperCrew Std Bed 2WD 3.5LV-6TC 11,300 (i,t) F-150 SuperCrew Std Bed 2WD 3.5LV-6TC 11,300 (i) 1 F-150 SuperCrew Std Bed 2WD 6.2LV-8 9,700 (h) F-150 SuperCrew Std Bed 2WD 6.2LV-8 11,200 (i) F-150 SuperCrew Short Bed 4WD 5.0LV-8 7,700 (h) F-150 SuperCrew Short Bed 4WD 5.0LV-8 9,300 (i) F-150 SuperCrew Short Bed 4WD 3.5LV-6TC 9,200 (I) F-150 SuperCrew Short Bed 4WD 3.5LV-6TC 9,600 (h) F-150 SuperCrew Short Bed 4WD 3.5LV-6TC 7,300 (i) 2 F-150 SuperCrew Short Bed 4WD 3.5LV-6TC 9,600 (i) F-150 SuperCrew Short Bed 4WD 3.5LV-6 TC 11,200 (i/t) F-150 SuperCrew Short Bed 4WD 3.5LV-6TC 11,200 (k) F-150 SuperCrew Short Bed 4WD 6.2LV-8 9,600 (h) F-150 SuperCrew Short Bed 4WD 6.2LV-8 7,300 (i) 2 F-150 SuperCrew Short Bed 4WD 6.2LV-8 11,100 (i) F-150 Raptor 6.2LV-8 8,000 (k) F-150 SuperCrew Std Bed 4WD 5.0LV-8 7,500 (h) F-150 SuperCrew Std Bed 4WD 5.0LV-8 9,100 (i) F-150 SuperCrew Std Bed 4WD 5.0LV-8 9,200 (i) 1 F-150 SuperCrew Std Bed 4WD 3.5LV-6TC 9,100 (f) F-150 SuperCrew Std Bed 4WD 3.5LV-6TC 9,500 (h/i) F-150 SuperCrew Std Bed 4WD 3.5LV-6TC 11,100 (i/k,ty F-150 SuperCrew Std Bed 4WD 6.2LV-8 9,500 (h) F-150 SuperCrew Std Bed 4WD 6.2LV-8 11,000 (i) 1 Requires heavy-duty payload package. 2 Limited model. F-250/F-350/F-450 Super Duty, Conventional Towing F-250/350 Reg Cab SRW2WD 6.2LV-8 12,500 (all) F-250/350 Reg Cab SRW2WD 6.7LV-8TD 12,500 (all) F-250/350 Reg Cab SRW4WD 6.2LV-8 12,500 (all) F-250/350 Reg Cab SRW4WD 6.7LV-8TD 12,500 (all) F-350 Reg Cab DRW2WD 6.2LV-8 13,100 (i) F-350 Reg Cab DRW2WD 6.2LV-8 15,000 (1) F-350 Reg Cab DRW2WD 6.7LV-8TD 15,000 (all) F-350 Reg Cab DRW4WD 6.2LV-8 12,700 (i) F-350 Reg Cab DRW4WD 6.2LV-8 15,000 (1) F-350 Reg Cab DRW4WD 6.7LV-8TD 15,000 (all) F-250/F350 SC SRW2WD 6.2LV-8 12,500 (all) F-250/F350 SC SRW2WD 6.7LV-8TD 14,000 (all) F-250 SuperCab SRW4WD 6.2LV-8 12,400 (i) F-250 SuperCab SRW4WD 6.2LV-8 12,500 (1) F-250 SuperCab SRW4WD 6.7LV-8TD 14,000 (all) F-350 SuperCab SRW4WD 6.2LV-8 12,300 (i) F-350 SuperCab SRW4WD 6.2LV-8 12,500 (1) F-350 SuperCab SRW4WD 6.7LV-8TD 14,000 (all) F-350 SuperCab DRW 2WD 6.2LV-8 12,700 (i) F-350 SuperCab DRW 2WD 6.2LV-8 15,000 (1) F-350 SuperCab DRW 2WD 6.7LV-8TD 15,000 (all) F-350 SuperCab DRW 4WD 6.2LV-8 12,300 (i) F-350 SuperCab DRW 4WD 6.2LV-8 15,000 (1) F-350 SuperCab DRW 4WD 6.7LV-8TD 15,000 (all) F-250/350 CC SRW2WD 6.2LV-8 12,500 (all) F-250/350 CC SRW2WD 6.7LV-8TD 14,000 (all) F-250 CC SRW4WD 6.2LV-8 12,200 (i) F-250 CC SRW4WD 6.2LV-8 12,500 (1) F-250 CC SRW4WD 6.7LV-8TD 14,000 (all) F-350 CC SRW4WD 6.2LV-8 12,100 (i) F-350 CC SRW4WD 6.2LV-8 12,500 (1) F-350 CC SRW4WD 6.7LV-8TD 14,000 (all) F-350 CCDRW2WD 6.2LV-8 12,500 (i) F-350 CCDRW2WD 6.2LV-8 15,000 (1) F-350 CCDRW2WD 6.7LV-8TD 18,500 (all) F-350 CCDRW4WD 6.2LV-8 12,100 (i) F-350 CCDRW4WD 6.2LV-8 15,000 (1) F-350 CCDRW4WD 6.7LV-8TD 18,500 (all) F-450 DRW 4WD 6.7LV-8TD 18,500 (all) F-250/F-350/F-450 Super Duty, Fifth-Wheel Towing F-250/350 Reg Cab SRW2WD 6.2LV-8 13,000/12,900 (i) F-250/350 Reg Cab SRW2WD 6.2LV-8 16,000/15,900 (1) F-250/350 Reg Cab SRW2WD 6.7LV-8TD 16,800/16,700 (f/h) F-250/350 Reg Cab SRW4WD 6.2LV-8 12,500 (i) F-250/350 Reg Cab SRW4WD 6.2LV-8 15,500 (1) F-250/350 Reg Cab SRW4WD 6.7LV-8TD 16,400/16,300 (f/h) F-350 Reg Cab DRW2WD 6.2LV-8 13,000 (i) F-350 Reg Cab DRW2WD 6.2LV-8 16,000 (1) F-350 Reg Cab DRW2WD 6.7LV-8TD 23,200 (i) F-350 Reg Cab DRW2WD 6.7LV-8TD 23,900 (i) 1 F-350 Reg Cab DRW4WD 6.2LV-8 12,600 (i) F-350 Reg Cab DRW4WD 6.2LV-8 15,600 (1) F-350 Reg Cab DRW4WD 6.7LV-8TD 22,900 (i) F-350 Reg Cab DRW4WD 6.7LV-8TD 23,500 (i) 1 F-250/F-350 SuperCab SRW2WD 6.2LV-8 12,700/12,600 (i) F-250/F-350 SuperCab SRW2WD 6.2LV-8 15,700/15,600 (1) F-250/F-350 SuperCab SRW2WD 6.7LV-8TD 16,500/16,400 (f/h) F-250 SuperCab SRW4WD 6.2LV-8 12,300 (i) F-250 SuperCab SRW4WD 6.2LV-8 15,300 (1) F-250 SuperCab SRW4WD 6.7LV-8TD 16,100 (f/h) F-350 SuperCab SRW4WD 6.2LV-8 12,300 (i) F-350 SuperCab SRW4WD 6.2LV-8 15,200 (1) F-350 SuperCab SRW4WD 6.7LV-8TD 16,100 (f/h) F-350 SuperCab DRW 2WD 6.2LV-8 12,600 (i) F-350 SuperCab DRW 2WD 6.2LV-8 15,600 (1) F-350 SuperCab DRW 2WD 6.7LV-8TD 22,800 (i) F-350 SuperCab DRW 2WD 6.7LV-8TD 23,400 (i) 1 F-350 SuperCab DRW 4WD 6.2LV-8 12,200 (i) F-350 SuperCab DRW 4WD 6.2LV-8 15,200 (1) F-350 SuperCab DRW 4WD 6.7LV-8TD 22,400 (i) F-350 SuperCab DRW 4WD 6.7LV-8TD 23,000 (i) 1 F-250/F-350 CC SRW 2WD 6.2LV-8 12,400 (i) F-250/F-350 CC SRW 2WD 6.2LV-8 15,400 (1) F-250/F-350 CCSRW2WD 6.7LV-8TD 16,300 (f/h) F-250 CC SRW4WD 6.2LV-8 12,100 (i) F-250 CC SRW4WD 6.2LV-8 15,100 (1) F-250 CC SRW4WD 6.7LV-8TD 15,900 (f/h) TRAILER LIFE 2013T0WING GUIDE | 25 2013TOW RATINGS F-350 CC SRW4WD 6.2LV-8 12,000 (i) F-350 CC SRW4WD 6.2LV-8 15,000 (1) F-350 CC SRW4WD 6.7LV-8TD 15,900 (f/h) F-350 CCDRW2WD 6.2LV-8 12,400 (i) F-350 CCDRW2WD 6.2LV-8 15,400 (1) F-350 CCDRW2WD 6.7LV-8TD 22,600 (i) F-350 CCDRW2WD 6.7LV-8TD 23,200 (i) 2 F-350 CCDRW4WD 6.2LV-8 12,000 (i) F-350 CCDRW4WD 6.2LV-8 15,000 (1) F-350 CCDRW4WD 6.7LV-8TD 22,200 (i) F-350 CCDRW4WD 6.7LV-8TD 22,800 (i) 2 F-450 CCDRW4WD 6.7LV-8TD 24,700 1 Pickup box delete option. 2 With pickup box delete option. HONDA Odyssey 3.5LV-6 3,500 Pilot 2WD 3.5LV-6 2,000 Pilot 4WD 3.5LV-6 4,500 Ridgeline 3.5LV-6 5,000 HYUNDAI Santa Fe 2.4L 1-4 2,000 Santa Fe 3.5LV-6 3,500 Tucson All 2,000 INFINITI FX37 3.7LV-6 2,000 FX50 5.0LV-8 3,500 JX 3.5LV-6 3,500 QX56 5.6LV-8 8,500 JEEP Grand Cherokee 2WD 3.6LV-6 5,000 Grand Cherokee 2WD 5.7LV-8 7,400 Grand Cherokee 4WD 3.6LV-6 5,000 Grand Cherokee 4WD 5.7LV-8 7,200 Wrangler (all) 3.6LV-6 2,000 KIA Sorrento 3.5LV-6 3,500 Spoilage All 2,000 LAND ROVER Land Rover LR2 2.0L 1-4 TC 3,500 Land Rover LR4 5.0LV-8 7,716 Range Rover 5.0LV-8 7,716 Range Rover Sport All 7,716 Range Rover Evoq 2.0L 1-4 TC 3,500 26 | TRAILER LIFE 2013 TOWING GUIDE | LEXUS RX 350 3.5LV-6 3,500 RX 450h AWD (Hybrid) 3.5LV-6 3,500 GX470 4.6LV-8 6,500 LINCOLN MKT 3.7LV-6 2,000 MKT 3.5LV-6TC 4,500 MKX 3.7LV-6 3,500 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 L 4WD 5.4LV-8 6,000 Navigator L 4WD 5.4LV-8 8,500 (t) MAZDA CX5 2.0L 2,000 CX9 (all) 3.7LV-6 3,500 MERCEDES-BENZ G550 5.5LV-8 7,716 G63AMG 5.5LV-8TC 7,716 GLK350 3.5LV-6 3,500 GLK250 BlueTEC 2.5L 1-4 TD 3,500 GL350 BlueTEC 3.0L 1-4 TD 7,500 GL450 4.6LV-8TC 7,500 GL550 4.6LV-8TC 7,500 GL63AMG 5.5LV8TC TBD ML350 BlueTEC 3.0LTDV-6 7,200 ML350 2WD 3.5LV-6 4,600 ML350 4WD 3.5LV-6 7,200 ML550 4.6LV-8TC 7,200 MITSUBISHI Outlander 2WD/4WD 3.0LV-6 3,500 NISSAN Armada 2WD 5.6LV-8 8,200 Armada 4WD 5.6LV-8 9,000 Frontier KC2WD 2.5L 1-4 TBD Frontier KC 2WD 4.0LV-6 TBD Frontier KC4WD 4.0LV-6 TBD Frontier CC 2WD 4.0LV-6 TBD Frontier CC 4WD 4.0LV-6 TBD Murano 3.5LV-6 3,500 Pathfinder 3.5LV-6 5,000 Quest 3.5LV-6 3.500 Tacoma Access Cab 2WD/4WD 4.0LV-6 6,500 (t) Titan KC2WD SBS 5.6LV-8 W00 Tacoma Double Cab 2WD/4WD 2.7L 1-4 3,400 Titan KC4WD SBS 5.6LV-8 7.400 Tacoma Double Cab PreRunner 2.7L 1-4 3,500 Titan KC2WD SB SV 5.6LV-8 9.500 Tacoma Double Cab 2WD/4WD 4.0LV-6 3,500 Titan KC4WD SB SV 5.6LV-8 WOO Tacoma Double Cab 2WD/4WD SB 4.0LV-6 6,500 (t) Titan KC4WD SB PRO 4X 5.6LV-8 9.300 Tacoma Double Cab 2WD/4WD LB 4.0LV-6 6,400 (t) Titan CC 2WD S 5.6LV-8 WOO Tundra Reg Cab SB 2WD 4.0LV-6 4,900 Titan CC4WDS 5.6LV-8 7.300 Tundra Reg Cab SB 2WD 4.6LV-8 7,100 Titan CC 2WD SV 5.6LV-8 WOO Tundra Reg Cab SB 2WD 4.6LV-8 8,600 (t) Titan CC4WDSV 5.6LV-8 9.300 Tundra Reg. Cab SB 4WD 5.7LV-8 8,200 Titan CC4WD PRO 4X 5.6LV-8 WOO Tundra Reg. Cab SB 4WD 5.7LV-8 9,700 (t) Titan CC4WD SL 5.6LV-8 9.200 Tundra Reg. Cab LB 2WD 4.0LV-6 4,800 Titan CC4WD SL 5.6LV-8 WOO Tundra Reg. Cab LB 2WD 5.7LV-8 8,400 Titan Long Bed CC 2WD 5.6LV-8 9.300 Tundra Reg. Cab LB 2WD 5.7LV-8 10,400 (t) Titan Long Bed CC 4WD 5.6LV-8 WOO Tundra Reg. Cab LB 4WD 5.7LV-8 8,100 Xterra 4.0LV-6 TBD Tundra Reg. Cab LB 4WD 5.7LV-8 10,100 (t) Tundra Double Cab SB 2WD 4.0LV-6 4,500 PORSCHE Tundra Double Cab SB 2WD 4.6LV-8 6,700 Cayenne All 7716 Tundra Double Cab SB 2WD 4.6LV-8 8,200 (t) Tundra Double Cab SB 2WD 5.7LV-8 8,100 mii SUBARU Tundra Double Cab SB 2WD 5.7LV-8 10,100 (t) Tribeca 3.6LH6 2,000 Tundra Double Cab SB 4WD 4.6LV-8 6,400 Tribeca 3.6LH6 3500 (t) Tundra Double Cab SB 4WD 4.6LV-8 7,900 (t) Forester 2.5L H4 WOO Tundra Double Cab SB 4WD 5.7LV-8 7,800 Outback 2.5L H4 2J00 Tundra Double Cab SB 4WD 5.7LV-8 9,800 (t) Outback 3.6LH6 3,000 Tundra Double Cab LB 2WD 5.7LV-8 10,000 Tundra Double Cab LB 4WD 5.7LV-8 9,800 mm suzuki Tundra CrewMax 2WD 4.6LV-8 6,600 Grand Vitara 2.4L 1-4 3.000 Tundra CrewMax 2WD 4.6LV-8 8,100 (t) Tundra CrewMax 2WD 5.7LV-8 8,000 TOYOTA Tundra CrewMax 2WD 5.7LV-8 9,900 (t) 4Runner (all) 4.0LV-6 5.000 Tundra CrewMax 4WD 4.6LV-8 6,200 FJ Cruiser 4.0LV-6 4J00 Tundra CrewMax 4WD 4.6LV-8 7,700 (t) Highlander 2.7L 1-4 3,500 (t) Tundra CrewMax 4WD 5.7LV-8 7,700 Highlander 3.5LV-6 2,000 Tundra CrewMax 4WD 5.7LV-8 9,000 (t) Highlander 3.5LV-6 5,000 (t) note: Tundra tow ratings vary depending on trim level and eguipment selected. See Highlander Hybrid 3.5LV-6 3,500 your dealer for details. Land Cruiser 5.7LV-8 8,500 Sienna 3.5LV-6 ■f IT VOLKSWAGEN Sequoia 2WD SR5 5.7LV-8 7,400 Tiguan 2.0L I-4TC 2,200 Sequoia 4WD SR5 5.7LV-8 7,100 Touareg All 7,716 Sequoia 2WD Ltd 5.7LV-8 7,300 Sequoia 4WD Ltd 5.7LV-8 ■El VOLVO Sequoia 2WD Platinum 5.7LV-8 7,200 C30 2.5L I-5TC 2,000 Sequoia 4WD Platinum 5.7LV-8 7,000 S60 All 3,307 Tacoma Reg Cab 2.7L 1-4 3,500 S80 All 3,300 Tacoma Access Cab 2.7L 1-4 3,500 XC60 All 3,300 Tacoma X-Runner 2.7L 1-4 3,300 XC70 All 3,300 Tacoma Access Cab 2WD/4WD 4.0LV-6 3,500 XC90 All 5,000 TRAILER LIFE 2013T0WING GUIDE | 27 Go oTRAILER _ UFE ■ Jser (juide -ontents Selecting and maintaining the proper hardware for your tow vehicle and trailer T he process of buying a new travel trailer or fifth-wheel is wrought with choices. Negotiating a price; arranging financing; settling on a fair trade-in value for your old rig; then choosing insurance, floor- plans, decor schemes and optional equipment are only the beginning. However, one of the most important choices may be considered an afterthought: 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 trailers and require specific knowledge by the installer 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 transferred to the rear axle of the tow vehicle, whereas weight-distributing hitches are designed to dis¬ tribute the trailer's hitch weight to all axles of the tow vehicle and trailer, making larger, heav¬ ier trailers with considerably higher hitch weights towable without destabilizing the tow vehicle. A travel trailer with ideal weight distribution will have a minimum hitch weight of about 12 percent of the gross weight, and the maximum can range upward to about 15 percent, provid¬ ed it does not violate the rating of the hitch. Except for the lightest folding trailers, hitches rated Class II and higher are used for recre- 28 | TRAILER LIFE 2013TOWING GUIDE ational towing, and they use a receiver bolted to the tow vehicle's frame. The hitch receiver - which may have box dimensions of 1 14 inches square, 2 inches square or 2 14 inches square, with the larger boxes for higher load ratings — j accepts a slide-in ball mount (or draw bar), which is secured with a pin. Besides serving as the trailer/receiver at¬ tachment point, the ball mount also is used in varying heights (known as "drop") to couple the trailer in a level fashion (frame parallel to the road surface), which is desirable for best stability and trailer-brake performance. Some ball mounts are fixed, while others are ad¬ justable. Ball mounts used for weight-carrying hitch¬ es are quite different than those used for weight-distributing. The need for weight-dis¬ tributing hitches varies with tow-vehicle type and trailer weight. A trailer with 350 pounds of hitch weight may present no challenge for a stiffly sprung, long-wheelbase HD pickup, while it may destabilize a softly sprung com¬ pact 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 seesaw lever action. Because many receivers are usable in either weight-carrying or weight-distributing configu¬ rations, 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. Unlike their weight-carrying counterparts, these hitch¬ es typically use a much heavier ball mount (that's height-adjustable), plus a pair of spring bars that provide the leverage needed to dis¬ tribute weight fore and aft. HITCH ADJUSTMENT After having a weight-distributing hitch of proper weight rating installed, owners may take the fine-tuning for granted. This 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 ve¬ hicle 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 atti¬ tude before hitching that it does after hitching, 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 adequate load has been placed on the spring bars to dis¬ tribute 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 attitude should be maintained after hitching. Such trucks will often carry heavy loads without the need for weight-distributing hitches and with¬ out sagging. But care must be exercised here. Although the truck may not look like it's sag¬ ging 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, then the ball height should be corrected. Trailer sway can be a problem if trailer bal¬ ance or hitch adjustment are not correct be¬ cause 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 may be a TRAILER LIFE 2013TOWING GUIDE | 29 THE BASICS OF HITCHING problem if the hitch weight is less than 10 per¬ cent of gross weight. It should be more than 10 percent (we recommend a minimum of 12 per¬ cent) 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, attached 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 friction material that is clamped against the steel bar. Any pivot¬ ing of the trailer coupler on the bar causes the bar to slide within the rail, creating drag and damping sway. On larger trailers, it's often pos¬ sible to use a pair of friction-type units for addi¬ tional sway control. One popular hitch, the Equal-i-zer, includes 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 be¬ comes. Since this scheme relies on spring-bar tension, it's generally most effective on trailers with relatively high hitch weights (e.g., trailers requiring considerable spring-bar tension). The Hensley Arrow and PullRite hitch systems offer different approaches to controlling sway. 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 unless the tow vehicle turns. Thus, during typical highway travel the tow vehicle and trailer are connected as non-articulated vehicles, and tend to func¬ tion as a single unit. Even so, there is no restric¬ tion 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 reducing the leverage the trailer can exert on the tow vehi¬ cle. FIFTH-WHEEL HITCHES Fifth-wheel towing is a different story altogeth¬ er. The trailer's kingpin serves as the pivot point for the fifth-wheel hitch, which is centered slightly ahead or over the truck's rear axle. The trailer's kingpin slides into the hitch saddle, where it is secured by latching jaws or some other mechanism. This saddle is attached 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 a couple years ago, fifth-wheel hitches have been strictly aftermarket add-ons. But Ford and GM upped the ante with the availabil¬ ity of a factory-installed fifth-wheel (and goose¬ neck) hitch, providing clean installation and a factory warranty. And Ram has announced the addition of fifth-wheel hitch mounting provi¬ sions for 2013. The trailer's electrical connec- 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. 30 | TRAILER LIFE 2013TOWING GUIDE tion has been mounted into the side of the bed for added convenience. Most removable aftermarket systems use permanently mounted rails with pins to secure 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. Pull- Rite also uses an underbed system with remov¬ able connection pins. Some systems, such as the B&W Turnover Ball and Companion, allow the hitch saddle and support base to be re¬ moved 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 move¬ ment. Some hitches have heads that pivot in multi¬ ple 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 vi¬ bration that would otherwise be transmitted from the trailer to the tow vehicle. Adjustments 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 im¬ pact damping while the hitch-saddle mecha¬ nism provides the side- and fore/aft head tilt¬ ing. Shortbed pickups are now more popular than ever, particularly among extended-cab A weight-distributing hitch distributes weight to all axles of the tow vehicle and the trailer. TRAILER LIFE 2013TOWING GUIDE | 31 THE BASICS OF HITCHING models. However, a short bed often causes complications when using the truck for towing a fifth-wheel because the proper hitch-mount¬ ing location is far enough forward to cause trail- er-to-cab collisions during sharp turns. Installing an extended pinbox provides a workable solu¬ tion with smaller trailers with modest pin weights; however, owners should first check with the pinbox manufacturer before 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 motion automatically, returning to the for¬ ward-towing position after the turn is com¬ pleted. 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 even possible. Some companies offer manually moving hitches to accommodate sharp turns, but the owner is responsible for unlatching the mecha¬ nism. 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 that 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. & 32 | TRAILER LIFE 2013TOWING GUIDE TRAILER-BRAKE CONTROLS by Chuck Hammock Trailer Brake Mode 5 ✓ \ □ Elect, Over Hydraulic £ ' 3Q B~\ //N*20 * Technological advances help smooth out the process and improve safety and reliability lectric-brake systems have been employed for several decades on most trailers that have any significant 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 GM and Dodge have since followed suit. The TBC system syn¬ chronizes vehicle and trailer brakes for seam¬ less braking, even under heavy load, to provide 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 onboard 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 the elimination of this system was the advent of ABS because the tow vehi¬ cle 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 electroni¬ cally tracks hydraulic pressure inside the vehicle's master cylinder and uses the pressure, along / ins with vehicle speed, to modulate 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 slipping, ABS goes into ac¬ tion for the tow vehicle as well as the trailer. The Ford system doesn't give the trailer the same functions and characteristics 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 man¬ ual override is provided so the trailer brakes can be applied independently of tow-vehicle brakes. TBC-equipped 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, the GM and Dodge integrated controllers use inertia-type sensing to regulate trailer brake action. None of the systems can be retrofitted to earlier truck models, and aftermar¬ ket controllers still must be used for most other vehicles, so the demand for those aftermarket controllers remains quite large. Accordingly, it's TRAILER LIFE 2013TOWING GUIDE | 33 TRAILER-BRAKE CONTROLS 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 proportional 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 con¬ trol, 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 usu¬ ally won't see the words "timer-based" in the literature for a nonproportional brake con¬ troller. Instead, marketers will sometimes adver¬ tise timer-based controllers as having the ad¬ vantage of requiring no leveling, but even that idea is confusing. Several proportional brake controllers do not require leveling. Timer-based controllers are also touted as being micro¬ processor-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, but how long you've been braking. A good rule of thumb is that if it doesn't say the word "pro¬ portional" 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 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 creates an electric signal to your trailer's brakes that is proportional to your deceleration rate. Tekonsha and its sister companies use a se¬ ries of LEDs and photoelectric detectors in their proportional controllers to determine the position of the displaced pendulum, and there¬ fore determine the deceleration rate. Hayes Lemmerz uses the Hall effect, a physics princi¬ pal involving moving magnets, to determine 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 the trailer's braking is aggressive or delayed. 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 34 | TRAILER LIFE 2013TOWING GUIDE HOPKINS AGILITY HAYES G2 BRAKE BOSS some output (typically 2 volts), without the ini¬ tial time period having passed or deceleration having occurred in the two electric brake-con¬ troller types. This time period, or deceleration event, is normally needed to activate the timer- based controller or the proportional pendu¬ lum-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 budget¬ ary 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 meas¬ ure braking force. Tekonsha has embraced this technology in its Prodigy P2 brake control. Hayes uses an accelerometer in its G2 Brake Boss, as does Hensley Manufacturing in its high-tech TruControl trailer brake control. Tuson, a newcomer to the brake-controller world, offers the DirecLink, which is a true net¬ work-based unit. The DirecLink receives its data from the OBDII diagnostic port and pro¬ vides proportional control of trailer brakes. 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 necessary on the trailer in order ensure functional braking. AFTERMARKET INSTALLATION Critical to every successful brake-controller in¬ stallation is the proper tow-vehicle wiring. While you should carefully follow the manufacturer'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 the tow vehicle. Most manufacturers advise against grounding the controller to the vehi¬ cle'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 pig¬ tail with the mating part of the connector is supplied with the vehicle and is ready for con¬ nection 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 optimum performance. & TRAILER LIFE 2013TOWING GUIDE | 35 TOWING PACKAGES By Jeff Johnston What’s included on these must-have tow-vehicle options? T here are many bells and whistles available when choosing a new tow ve¬ hicle, but there's one option that is an absolute necessity: the towing package. Plenty of advantages are involved in choos¬ ing factory-installed towing hardware. First, you have full warranty coverage on the equip¬ ment. Also, it was designed by the best engi¬ neering minds at a major auto manufacturer, which is reassuring when considering the hardware is tying your truck and trailer safely together. Plus, you'll probably save money over the cost of aftermarket hardware. And per¬ haps 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 spe¬ cialty 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 manda¬ tory to give the tow vehicle its optimum per¬ formance potential. For less-strenuous duty, the towing package is optional. Check with the dealer to determine the content of the towing-package option. Flere are some of the items you will likely encounter. Axle Ratio: Most packages include a lower (numerically higher) axle ratio; for example, a 3.73:1 or 4.10:1 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, and thus gets 36 | TRAILER LIFE 2013TOWING GUIDE Aa* - -*lr * . tOl 'ri* v . ; <p ,1 •*■ ’ v r TOWING-F CKAGE 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 electric fan(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 TRAILER LIFE 2013T0WING GUIDE | 37 TOWING PACKAGES 1) ENGINE OPTION 2) HD COOLING 3) HD TRANSMISSION COOLER 4) TRANSMISSION OPTION TOWING AXLE RATIO HITCH RECEIVER WIRING CONNECTOR SUSPENSION/ PAYLOAD PACKAGE 5) 6 ) 7) 8 ) slightly worse mileage, 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 proper ball mount and the associated hard¬ ware, such as a load-distributing hitch. The receiver will be properly matched to the tow vehicle's trailer-towing rating, so you shouldn't worry 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 and later 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 is 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 current to keep a trailer's battery(ies) charged in addi¬ tion to handling the electrical-power needs of the tow vehicle. The battery 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 is to order the optional heavy-duty (HD) suspension, par¬ ticularly when fifth-wheel towing is involved. 38 | TRAILER LIFE 2013TOWING GUIDE In fact, when the trailer is a conventional 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 suspen¬ sion) for trucks rated 8,600 pounds and high¬ er because stiff ride and the tendency of the rear springs to do some or most of the work of the load-distributing hitch can be the re¬ sult. A stiff ride is a very common complaint among owners of 3/4-ton and one-ton pick¬ ups 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 — opt¬ ing instead to install auxiliary springs or air bags after delivery to support the pin weight (if necessary). This allows a more civilized ride on standard rear springs while not towing. It's necessary to compare the standard and op¬ tional rear-axle-weight ratings relative to the anticipated trailer pin weight. It's easy to up¬ grade rear suspensions after a truck is built, but nearly impossible to soften the ride of an oversprung truck without replacing the sus¬ pension. 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. Other¬ wise, towing packages usually include a trail¬ er-wiring harness with a circuit for an after- market brake-control unit, a very worthwhile component of the package (see page 33). Stability Control: More manufacturers are now offering electronic stability control. In addition, all 2011 and newer Ford F-150 trucks include Trailer Sway Control (TSC), which can determine the yaw motion (sway) of the truck and take action, from applying precise braking to reducing engine torque. Mirrors: Many towing packages offer mir¬ rors designed to be extended outward while towing trailers. Some Ford mirrors even col¬ lapse 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. & TRAILER LIFE 2013T0WING GUIDE | 39 TOWINGTIPS by Brad Clayton Plenty of practice and defensive driving skills lead to a safe and enjoyable RV experience T railer towing isn't exactly rocket science, but it does represent a step up in complexity from driving a solo vehi¬ cle. Towing requires new awareness of com¬ bined vehicle length, trailer width, braking distance, turning characteristics and several other important factors that must be consid¬ ered 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 always necessary to make a mental transition and try to keep the size and handling characteristics of the larger truck and trailer combo 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 ob¬ jects such as overhanging tree limbs or to fol¬ low too closely. PAY ATTENTION The first towing precautions are those that pre¬ cede towing — matching the tow vehicle and trailer correctly, adhering to weight limits and making sure hitch selection and adjustment are correct, as described elsewhere in this guide. It's also important to refresh defensive driving skills. From 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 is ini¬ tially 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 40 | TRAILER LIFE 2013TOWING GUIDE LIFE .com Contents T0W1NG71PS factory 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 slow¬ er 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 nec¬ essary while towing; when a vehicle is tailgat¬ ing and trying to pass, we should help by driv¬ ing slightly to the right to give the other driver a better view of the road ahead, even if a passing opportunity does not exist at the time. We should use turnouts whenever pos¬ sible and avoid following another vehicle so closely that a vehicle overtaking from the rear cannot return 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 trailer brakes usually will bring the trailer back into line. Ford, GM and Dodge all offer factory-installed, fully integrated brake con¬ trols on full-size pickups, and these units all work very nicely and are valuable safety com¬ ponents. When towing with a diesel, an aftermar¬ ket exhaust brake can be extremely benefi¬ cial, 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 expe¬ rience. 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 There is need for continual awareness, which eventually should become second-nature after a modest amount of experience. pads and linings to extremely high levels, re¬ sulting in a temporary loss of braking. The only known cure is prevention, such as downshifting to a gear that is low enough to retard speed sufficiently that brakes need not be used more than occasionally. 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 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 combina¬ tion, but if it does, independent actuation of more effective with travel trailers than with fifth-wheels, which often require more turn¬ ing of the steering wheel. Flandheld two-way radios can allow an as¬ sistant to more effectively relay backing in¬ structions to the driver. In addition, back-up cameras 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 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 tight¬ ened 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 driv¬ ing will pay off in safe travel. & 42 | TRAILER LIFE 2013TOWING GUIDE SIMPLY TOWABLE SAY H-eL-L-O TO STATECRAFT'S LIGHTWEIGHTS Travel Star EXP Launch 3,555 ifc 2^35 ibs AR-ONE Camping Trailers 2,270 lbs 1,020 lbs camping | pure and simple Visit starcraftcamping.com to learn about our lightweight lineup. Go to TRAILER Fuel economy without power is like Best combination of towing and fuel economy. 11,300 lbs. 22 hwy mpg. That’s quite a haul. BUILT TOUGH FORD.COM *When properly equipped. Based on max. towing and EPA-estimated 16 city/22 hwy mpg, 3.5L V6 4x2; 4x4 shown. Class is Full-Size Pickups under 8,500 lbs. GVWR, Non-Hybrid vs. comparable competitive engines. Available EcoBoost® vs. 2013 GM 5.3L, Ram and Toyota 5.7L and Nissan 5.6L V8 engines. 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