ANY truck, will always have less 5w capacity than bumper pull. If you have 1000 lbs of payload, max 25% HW for a 5w, that equates to a total of 4000 lbs of trailer. If you do a bumper pull with 10% HW, you now have 10K lbs of trailer to work with.
Your truck probably weighs around 5000 lbs empty, you have a gvwr of 6000-6600 or so, so max payload after loading you and GF, is around 1000 lbs. Now will your TBI5.0 v8 with maybe 175 HP tote a 10K trailer well.....that is up to how you feel your power to wt ratio is. A 5.0 with 3.42 gears, gm gave it a 10K rating max. If you have 3.73's, it will be 11500, 4.10s 13000. BUT, you are over warranty, so per most if not all state laws, max trailer capacity per the manufacture is a non legal issue.
I personally would not tow more than 2x the grawr of your truck, which is probably 3000-3500 or so, maybe 4000, so 6000-8000 max. I would also not worry about the 3.42 gears, as your trans has a lower ratio in first than a 2500 like mine with 4.10's, your actual initial overall low take off ratio is lower than mine! You also probably have smaller diam tires, so that lowers the ratio even more.
SHort trips are not always a killer, need to have a high hp motor.
Thanks for the kink in my neck Ian :W
Like gtwum posted though, his is clearly 1k pounds heavier than your BIL's Ram. Like I said, must be something in the water up there :B
I heard it is true, they have heavier water as it has more of that alkihaul stuff in it! hic! or so I've HIC been told......HIC!
IIRC when the 8.1 was in gm twucks, the 6 sp emanual was std, including for the dmax in the early years. It was about 04-05 or there abouts that the auto was the only option in GM rigs.
The 4 sp auto was std behind the 8.1 in burbs.
I would not have any issues with a 4.10 or 4.33 geared 6.0 pulling trailers upwards of 15-20K lbs personally. Assuming I had the correct chassis to go with this drivetrain.
Wow... I sure would hate to live next to that bridge.
Not too bad really. It is pretty short overall. Down south on I5 are some shorter 2-3 mile stretches that will slow just about anything down.
IIRC the road grade on the bridge that goes from the two Michigan peninsula's is 6% going up in ea direction. some cases, one can have some short "steep" grades on interstates. Local roads here In seattle ca be upwards of 24% which is the steepest I have found. 33% for a clients driveway on Lake washington going up to the main road.
THe vortec 454 for what it is worth, is a 295/440 motor vs the specs given of the 8.1. The 8.1 has more umph. The V5700, is a 255/330 motor. With the 4l80E and 4.1's, will do ok with up to 6klbs of trailer depending upon what speeds you want to go. BUT, If I could find an 2001+ gm with the 8.1, ally and 4.10s, that would be my FIRST choice if GM ends up being the choice of truck.
The 1500HD with the 6.0 from 01 up is a true 3/4 ton truck. Badged a half ton. Also a good choice. The 6.0 does have more hp than the 454 did, but still a bit less than the 8.1.
I also have a 26K mdt with a 14' flatbed dump on it, I can carry one heck of a lot more than even a reg 8' bed in a pickumup! 15 cubic yards of material if light enough, or 6 tons of material in total weight.
Then I also have a rack on the bed too. carry 20' pieces of sprinkler pipe etc up there.
At the end of the day, you need what you need. BUT, like noted by some, at one time the std bed was 8', anything shorter was a short be. Anything longer to me is a long(er) bed!
I'm always amazed that you don't see Class C's with powerful diesels.
Probably because most folks are not towing "that" big of a trailer, such that those chassis models need a big HP motor. Along with, Ford at least, has almost always had a smaller version in there vans due to cooling restraints, and not as big of an engine compartment to put a bigger innercooler like on the pickups.
Many trucks in the past, and still done on MDT's, manufactures know they will only be used as a gvwr hauler. So they power them to the gvwr, not so someone can tow with them. The MB vans are pretty much sold as vans only. The chance that folks will tow large with them is pretty small. For what it is designed as, I will admit, it works well for how I have used the one I have at work for almost 3 years, and what will be 100K miles of driving later this week, maybe early next. As it has 99K miles on it, with nothing more than maintenance items and a brake set at 92K front and rear. Tires went 80K miles. Probably could have gone a bit more, but with winter coming on......change out before rain and snow...
Another option if you do not have this. Is do a spring over axel on the trailer, this will net you 4+" to the trailer height.
The drop hitch as noted is option 2.
Option 3, is lowering psi in tires. might net you 1/4" at best.
Option 4, smaller diam ties. BUT, you will have to go 4" difference. as you only get the radius smaller. So if you have 34" tires, you need to go to a 30" tire......not always the best option either.
Choose your poison, or some combo there of.
As in everything, beds have shrunk. To me, a standard bed is 8'. All beds used to be 8'. Then, they came out with short beds.
X2 it use to be that truck manufactures fought as to who could get a 4' X 8' plywood to lay flat in the bed of the truck, with the tailgate up.
x a billion....
Get rid of the short bed, get a std bed, then you are setup.....
BUT, with this in mind, others have said you are ok with your short bed twuck wannabe. So go for it!
ps, I must be showing me age!?!?!?!?!?!:R:R:R
From a GM standpoint, the farthest back you want to go is 2001. That is the first year of basic current model look standpoint. There are no 2000's iirc, 99 back to 88 is the older style round body. 3 and 4 spd trannies vs 5 and 6 sp allisons in the diesel and BB8. 6.0 has the 4l80/85e 4 sp auto. Also the pre 01 has a 7500 grawr, which may work for you. Afterwards 8500 and higher in the latest few years.
This would be my picks for GM anyhow.
The GCWR for the 2500 ext van I drive at work is 15K lbs. On par with my 96 GM SW K3500 with a diesel of similar specs. This van is on par performance wise with that truck. The MB van does have a slightly lower gvwr, ie 8500 vs 9200. A 5500 GRAWR vs 6100 for the GM. I have had upwards of 8 55 gal drums, ~3500 lbs, of anitfreeze in it with out any issues. Van is 5400 empty wt.
I've also pulled a few smaller boats, granted only in the 2000-3000 lbs range. No issues.
I see no reason that this setup can not run down the road at its 15K gcwr and have issues frankly. Yes as noted, try to go up a 5% grade at 60 mph, you will not do this. It would take over 300HP to succeed at this. It will do 45-50 mph, maybe as low as 40 depending upon the road type etc at 15K.
I am also sure it more than meets specs for the new tow ratings. Then again, one has to remember, that has a low of 40 mph on a 5% grade to meet the new specs. It will do better. How much, again, depends upon multiple factors.
I get 21 running down the road at 70. 22 at 60-65, and over 23 sometimes low 24's when running on 55mph roads using cruise as much as I can.
I did find this testing that was done for the van transportation business. It's long but seems to prove the DRW will have less roll over rates.
Dual Rear Wheels (DRW) are available with either the 4x2 or 4x4 drive system. Dual
rear wheels help increase rear traction, towing stability and provide increased rear
axle weight ratings. The Front Suspension on F-250 4x2 models is an independent
Twin I-Beam design. The optional Heavy Service Suspension Package includes Heavy
service front springs, auxiliary rear springs (SRW) and steering damper. Super Duty F-
250 Pickups (and Pickup Box Delete models) feature a Ladder-type Frame with rear
kickup that is wider than the Super Duty Chassis Cab frame.
I would and will agree when using these vans or pickups as models. BUT, if you make the vans the same width with a wide(r) single wheel, same overall width, suspension etc, I would hazard a strong guess that the results will and would be very similar in the handling department. This is what has been found on semi tractors and trailers.
One could get an injector for the early motors, still can for $50-75. 400-500 for a set. Looking at 500-1000 per injector today!
A few of the 6.2's had 120hp or there abouts.
The IDI7.3 had a 135, 155 and 175 in IHC's. Still have a 175 version. The 185 came via ford engineers playing with the tune as they did with the the T444E/7.3PSD version. Max in a the mdt lineup was a 235/620 setup. Lowest IIRC was around 185/400, with three or 4 other versions in between. I still use the 175/335 in my mdt with a 7sp emanual tranny! Pulls a steeper grade with the 10.08-1 first gear than you could with my 05 dmax at 30K vs 20K total!
The B5.9 had HP's from 160-300 or so for normal use, and two around 330 and 360 for emergency rig uses.
My 96 6.5TD was also pretty easy to wrench. Cheap to fix too. Could not say the same for the 05 dmax. I did like the power of the 6.6. Not sure I need more than a 300/600 motor. A 250/500 would give me plenty for what I do.
One could also back then, get a 300 CID I6 gas motor with around 105-120 hp stock. Now folks complain it a 25/35 series motor does not have at least 300hp. Heck a BB gas 454 in 81 only produced 195hp and 330 ft lbs of torque! With a POJ 3 sp auto tranny behind it! blew them up regularly at 30K miles!
I found no difference in handling a 12K equipment trailer tween my 05 dually with 8500 lbs of suspension, and my 96 K3500 that had singles, ONCE I changed out the SW setup with an 8500 lbs suspension.
I would also be willing to bet, generally speaking, that if you took a rig with singles, that are AS WIDE, same suspension tire capacity etc as the dually, BOTH would handle any given trailer the same. Most tests I have seen comparing semis with super singles and duals, the SS setup handles BETTER than the dual tired drive setups. Real issue is to a degree, the human factor.
This is not to say that some single tire tread designs may not be as good as some dual tread options.....Most SS tires I have seen advertised are more hwy oriented. If you drive in snow.....I would imagine a dual setup with traction tires would do better. With or with out chains.
But from a typical pickup standpoint. Duals will generally do better with larger loads than singles etc.
I'd go with a 10' log box if I could find one. Other wise the 8' std box is the way to go. They call the beds shorter than 8' short beds for a reason.......then again, when does my opinion count!!??!?!?!?!???
To be honest, I'd be happy as a puppy with two tails if I could slip a 3.5L Ecoboost engine in my 2010 F250. A 5.0L Ecoboost would be great!
fuel usage under load would be horrendous
At the end of the day, it takes a certain amount of energy to move an item, so be it a BIG engine, or little engine, it will take the same amount. BUT, if the little engine will net me less fuel used while commuting, suck it up working, I commute 90% of the time.....At the end of a year, I am better off.
Not a right or wrong answer, only one that is best for me or you!