ClassAGeek wrote: ...GVWR is the total weight of the MH + wherever it is towing....
the GVWR is the total weight the MH chassis can support including itself. the weight of what is being towed is *not* part of the GVWR.
Correct! I typed it wrong and didn't notice! I should have typed GCWR - which is consistent with the context. Thanks.
I have edited the original with a note thanking you
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Happy Ford F-53 Class A Owner (2008 Gulf Stream)
2010 Ford Fusion Toad (with 6 speed manual transmission - the only way to tow)
Brake Buddy Vantage, Blue Ox Aladdin Tow Bar,
TST RV 507 TPMS, Power Master Voltage Controller
ClassAGeek wrote: ....Here's the good news: A reputable towing shop can assess your frame and hitch, and upgrade your MH to maximum theoretical towing capacity for a few hundred dollars. Definitely worth looking into if you want to save $100K or so.
Right, thats what I mentioned previously. The question I (and I think a few others) have that we can't seem to get an answer on, is the specifics around this.
What exactly have folks had done to their frame and hitch to allow this, and what did it cost? Where can one get this work done? Most places I've talked to refuse to touch such a thing with a 10' pole, for liability reasons.
Also, one big concern you didn't mention, that has to be addressed: the weight on the rear axle. When you put tongue weight on a vehicle with a lot of rear overhang and don't use a weight distributing hitch (which I don't think you could use on a MH), the weight this puts on the rear axle is considerable, is actually more than the tongue weight. This can overload the rear axle of a MH very easily. If you're going to exceed that 5k limitation and potentially put more than 500 lbs of tongue weight on, you need to pay VERY close attention to the weight this puts on the rear axle. You may need to do some upgrades on the suspension or tires to handle the extra load. That, or lighten the load on the back of the MH some other way to compensate for this (maybe always travel with tanks empty when towing heavy?)
It does seem that several people are towing trailers larger than 5k with these gasser MHs, so I'm curious to see how folks are addressing this issue..
Also: Increased tongue weight has almost nothing to do with the rear axle. Tongue weight limits are a few hundred pounds which will be within the CVWR axle limit for most duelly-equipped, front-heavy gassers.
The problem is lifting of the front axle, which is possible when the chassis has a long extension. That's why a weight distribution hitch is so effective - it literally pushes the front axle down.
Right, thats what I mentioned previously. The question I (and I think a few others) have that we can't seem to get an answer on, is the specifics around this.
What exactly have folks had done to their frame and hitch to allow this, and what did it cost? Where can one get this work done? Most places I've talked to refuse to touch such a thing with a 10' pole, for liability reasons.
Also, one big concern you didn't mention, that has to be addressed: the weight on the rear axle. When you put tongue weight on a vehicle with a lot of rear overhang and don't use a weight distributing hitch (which I don't think you could use on a MH), the weight this puts on the rear axle is considerable, is actually more than the tongue weight. This can overload the rear axle of a MH very easily. If you're going to exceed that 5k limitation and potentially put more than 500 lbs of tongue weight on, you need to pay VERY close attention to the weight this puts on the rear axle. You may need to do some upgrades on the suspension or tires to handle the extra load. That, or lighten the load on the back of the MH some other way to compensate for this (maybe always travel with tanks empty when towing heavy?)
It does seem that several people are towing trailers larger than 5k with these gasser MHs, so I'm curious to see how folks are addressing this issue..
Will
A couple of things.
Trucking hitch companies will do the work. They will typically guarantee their modifications: additional side plates, the related welds and the new hitch but will have a standard liability disclaimer saying you are responsible for following local towing laws. It's a grey area since the hitch, welds and GCWR are all in spec. In the event of a problem, the burden of proof will be on you to ensure changes were reasonable and safe. It is not a modification for everyone.
Tongue weight is not an issue when towing four wheels down or with a dolly - where the tongue weight is near enough to zero that it doesn't matter. That's what most people do. For heavy trailers, you will need to add a weight distribution hitch to lower tongue weight as required.
While I can see no problem increasing frame towing capacity up to GCWR, there are few other alternatives for fixing tongue weight issues.
Quote: Tongue weight is not an issue when towing four wheels down or with a dolly - where the tongue weight is near enough to zero that it doesn't matter. That's what most people do.
Right. However, most people that tow 4 down or on a dolly, are not going to need anything more than the 5k limitation, so its a moot point in that case.
The case I'm talking about, is when someone is pulling a race or show car, a 'toad', or other 'toys' on a flatbed or enclosed trailer. In that case, tongue weight could very well be an issue.
Quote: For heavy trailers, you will need to add a weight distribution hitch to lower tongue weight as required.
Is the use of weight distribution hitches allowed/advisable on a MH? I understand how WD hitches work, as I used such for many years when we owned a TT. However, I did not think MHs with their long frame extensions and such were designed to handle the stress of a weight distribution hitch? Are they?
If not, now we're also talking about modifying the hitch receiver and MH chassis to handle a weight distribution hitch when it was not originally designed for such. Yikes! This is starting to sound like something thats going to cost a lot more than just a few hundred.
