what size truck do i need to tow a keystone cougar 5th wheel
Brian
Is it time for your medication or mine?
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Ordinarily ameliorate off going straight to an F250.
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If you lot're serious about towing a small 5th cycle look for lightly loaded models like an Forty or XLT Super Cab with the 6.5" bed.
Try and detect 1 with at to the lowest degree 1800lbs for payload cargo rating. A 25' fifth wheel will be hard to find. JMO but if you already ain or are doggedly attack an F150 I'd look for a travel trailer most that length.
Most people here volition tell you to get a new truck. That's fine if you are able to just if you want to keep your truck, you demand to know what your trucks towing capacities are and then await for a trailer that will fit that. Since y'all didn't post anything about your truck there is no way of knowing what you tin handle.
Another thing to be aware of is your bed length. If yous take a short bed you volition go close to the cab with the front cap of the camper when you turn tight.
Good luck.
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supercub wrote:
I'm just looking into perhaps buying a small fifth trailer, under 25' in length. I know weight is a major consideration. Volition a Ford 150 tow a small 5th wheel? if and then, whatsoever recommendation on engine size (gas). Thanks
Brian
OP, looking at your current contour, you don't currently own the F150, so that is a plus.
At that place are several advertised one/ii ton 5er's out there, that can't be carried by all one/2 tons, just can be carried past some.
If you first shop for the 5er and discover one with a GVWR less than 10,000# and a dry weight in the vii,500# range, you could fit inside the numbers of a Max/Max F150 with EcoBoost engine.
The sad role is due to the size and empty weight of F250, that they don't have a whole bunch more payload than the Max/Max F150.
Most that I have seen look quite stable and the 5er they were conveying was a reasonable size.
Carrying/pull a 5er with an F150, is better and then pulling a long TT, equally the tail tin can't wag the domestic dog every bit hands.
Russ & Paula the Beagle Belle.
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There are many small fivers effectually merely some take high pin weights:
Grand Design 29rs which is what I have. UVW 8515 lbs, pin weight 1498 lbs
Grand Design has a new 230rl ane/2 ton towable, UVW is 6895 lbs, hitch is 1195 lbs,
Northwood Manufacturing Trick Mountain 235rls UVW 5860 lbs, pin weight 1375 lbs
Jayco Eagle HT 24.5ckts UVW is 7400lbs, pin is 1285 lbs
Rockwood 2440WS UVW is 6741 lbs, pin is 1134 lbs
Keystone Cougar XLite 25res UVW is 7035 lbs, pin is 1405 lbs
Cougar XLite 26rls is very similar every bit is 27rks.
Likewise look at the Cougar Half tons, 268rlswe, 279rkswe, 264rlswe
2020 Ford 350 6.7 PSD & 2017 F150 3.five EB max tow
GD Reflection 29rs
troubledwaters wrote:
If your sticking with a F150/1500 pickup, you can tow a bigger TT than 5th cycle with any given truck.
True, merely a 5er volition be a NATURALLY more stable tow, and will tow shorter for the same size.
I towed my 10K fiver over 20K miles in three years with my 2011 Ecoboost Max Tow and never felt similar I needed a bigger truck. At the minimum, get the Max Tow bundle for an extra 500 lbs of payload. Even better, get the HD Payload bundle for over 2000 lbs of payload.
Without the Hard disk drive Payload package, you should add Helwig or Supersprings overloads or the Sumosprings and Bilstein 4600 or 5100 Hard disk drive shocks.
* This post was edited 05/15/17 04:06pm by SkiSmuggs *
2015 F350 XLT PSD half dozen.7 Crew Cab, Andersen Ultimate hitch
2012 Cougar Loftier Country 299RKS 5th wheel, Mor/Ryde pinbox, 300w of solar
johndeerefarmer wrote:
My '17 F150 ecoboost in Lariat trim has an 1800 lb payload. I have max tow, as well as airbags.
There are many small fivers around simply some have high pin weights:
Grand Blueprint 29rs which is what I take. UVW 8515 lbs, pin weight 1498 lbs
Grand Design has a new 230rl 1/two ton towable, UVW is 6895 lbs, hitch is 1195 lbs,
Northwood Manufacturing Fox Mountain 235rls UVW 5860 lbs, pin weight 1375 lbs
Jayco Eagle HT 24.5ckts UVW is 7400lbs, pivot is 1285 lbs
Rockwood 2440WS UVW is 6741 lbs, pivot is 1134 lbs
Keystone Cougar XLite 25res UVW is 7035 lbs, pin is 1405 lbs
Cougar XLite 26rls is very similar as is 27rks.
Also look at the Cougar Half tons, 268rlswe, 279rkswe, 264rlswe
1800 lbs of CCC is barely plenty for but a couple of those listed.
Those are dry pin weights. Your 29RS at 1500 lbs dry will put you over your CCC.
I have a Fox Mountain 235. Loaded its 1800 lbs on the pin and 9000 lbs. It's really 7385lbs UVW with 1385lb dry pin. Add propane, batteries, 5th hitch and then load the front compartment up with camping gear and information technology volition max out nigh all 1/ii tons before any passengers have entered the truck.
goducks10 wrote:
johndeerefarmer wrote:
My '17 F150 ecoboost in Lariat trim has an 1800 lb payload. I have max tow, as well as airbags.
There are many pocket-sized fivers effectually but some take high pin weights:
K Pattern 29rs which is what I have. UVW 8515 lbs, pin weight 1498 lbs
Thousand Blueprint has a new 230rl i/2 ton towable, UVW is 6895 lbs, hitch is 1195 lbs,
Northwood Manufacturing Trick Mountain 235rls UVW 5860 lbs, pin weight 1375 lbs
Jayco Hawkeye HT 24.5ckts UVW is 7400lbs, pin is 1285 lbs
Rockwood 2440WS UVW is 6741 lbs, pin is 1134 lbs
Keystone Cougar XLite 25res UVW is 7035 lbs, pin is 1405 lbs
Cougar XLite 26rls is very similar as is 27rks.
Also look at the Cougar Half tons, 268rlswe, 279rkswe, 264rlswe
1800 lbs of CCC is barely plenty for merely a couple of those listed.
Those are dry pin weights. Your 29RS at 1500 lbs dry volition put you over your CCC.
I have a Fob Mountain 235. Loaded its 1800 lbs on the pivot and 9000 lbs. It'due south really 7385lbs UVW with 1385lb dry pin. Add together propane, batteries, 5th hitch and and so load the front compartment upwardly with camping gear and it will max out virtually all i/ii tons before whatever passengers have entered the truck.
I am not concerned at all. No only do we have real world experiences from guys like SkiSmuggs that has done it for over 20k miles with no issues, nosotros too have my nearly forty years with very heavy towing with one-half tons on the farm.
If the OP will get a F150 3.v ecoboost with the max tow package he tin add air bags or helper springs or he can opt for the heavy duty payload package. Having said that the differences between the two aren't what you might wait.
The max tow ecoboost F150 has the same 9.75" gearset. Both the HDPP and the "regular" gearset accept 34 splines. Simply the Raptor gearset is heavier every bit it has 35 splines. Other than getting a three.73 instead of a 3.55 the only other difference is that Ford calls for slightly more fluid in the HDPP diff. The axles and axle bearings are identical.
Wheels are no longer vii lug on the HDPP. Now they all have half-dozen lug. The HDPP wheels are rated at 2101 lbs vs 1825 lbs for the regular wheel.
If you get the 18" tires y'all tin can get the same Goodyear Wrangler AT "c" load range tire that is an choice on the HDPP F150
The Supercrew HDPP uses 0.110" thick frame and the other Supercrew 157 uses 0.100" frames.
The max tow trucks have the same transmission cooler equally well.
So the real differences betwixt the two are:
Heavier springs (air bags or helper springs takes care of this)
iii.73 gear over 3.55 (not an issue since we now have x speeds)
Slightly thicker frame by .01" (both fully boxed frames are all the same stronger than the previous generation
Wheels are rated at nearly 200 lbs more capacity each but the HDPP cycle isn't fifty-fifty capable of the capacity of the GY Wrangler AT "C" range tire. So if you towed actually heavy and often I would upgrade the wheels.
If you are concerned most "official numbers" then become a HDPP as it has a 800 or so pounds increased capacity over a max tow F150.
Finally when Ford went to the aluminum body in 'fifteen they reduced the weight of the trucks up to 700 lbs. Instead of giving us this additional payload they chose to reduce the axle ratings and payload and gave usa simply about 200 lbs of it. I therefore have no problems going 500 lbs over my "official payload"
Good luck to the OP on your decision. Without a doubt these new aluminum bodies F150'due south are not as stable in the air current every bit the heavier steel bodied ones; therefore either a fifth wheel or a travel trailer and the Propride or Hensley hitch will be necessary for an enjoyable towing experience.
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All of this is worthless when y'all are in situation where the tail is way too big for the canis familiaris & you are looking out of the windshield milliseconds away from crashing into something & thinking 'I should accept bought a bigger truck'.
All those $$ yous cleverly saved by stretching the power of that smaller truck won't add upwardly to a thing compared to repair costs or, worse, huge medical bills & possible balance pain for years to come.
Choices. Lifes choices.
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op wrote:
Volition a Ford 150 tow a small 5th bike? if so, any recommendation on engine size (gas). Thanks
Brian
Sure.
We've pulled properly matched fifth cycle trailers with F150 (1/2 ton trucks) since 5th wheel trailers became pop. And we have those that didn't practise their homework on the matching the truck/trailer weight numbers have a bad experience.
The OP says he is looking for a 5th cycle trailer under 25'
under 25'.Here's several under 25' 5th bicycle trailers to look at http://www.allencampermfg.com/upload/255%20RKS%208.30.pdf.
You want a F150 with;
7050 GVWR...4050 RAWR...3.5 EB...1800-2000 bed payload.
7600 GVWR...4550 RAWR...5.0...2000-2200 bed payload.
7850HD GVWR...4800 RAWR...3.5 EB or v.0...2400-2500 bed payload.
Don't be fooled past Fords other super cabs/crew cabs 6xxx gvwr and those pocket-size 3800 rawr max tow advertizing. These are the smaller size F150 made for pocket-size TTs.
We don't need a 3/4 ton truck to pull a minor 5th wheel trailer .....unless y'all just want 1.
"expert judgment comes from feel, and a lot of that comes from bad judgment" ............ Will Rogers
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alexleblanc wrote:
I take a "half ton towable" fifthwheel and I can tell you now that anything nether a 3/4ton truck volition exist hard pressed to stay within its beam ratings and tow comfortably. Do yourself a favour and go right up to atleasrt a three/4t truck, heck if your buying new anyways jump for the 350/3500 of your choice for a few actress dollars and open up yourself up to many more than 5er choices.
Ours is besides rated for a one/2 ton and yes it probably can be towed with a i/ii ton but I would experience a bunch safer with a minimum three/4 ton.Just I volition add I really don't know very much about the make new trucks. An older ane/2 ton absolutely would not recommend information technology.
I take a relative that thinks he can haul around a 15000# trailer with a 2002 Contrivance ane/2 ton with the v.ix... oh well.
Rick and Patti ">
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A newer F150 with about 2200lbs of CCC would be able to tow information technology. I tow it with a 2500 CTD and it's a perfect philharmonic peculiarly with the EB.
Maybe it'southward just me but safety concerns aside, I just don't like being maxed out. BTDT with our previous TT and an F150. Always had to be concerned about what I could have. That seemed to accept some of the fun out of camping. While I'm overkill with the CTD, I'm not with the 2500 aspect.
johndeerefarmer wrote:
Today'southward half tons are more capable than the 3/4 tons of yesterday
I concur, and some 1/2 tons are capable of towing some FWs. However, even older 3/iv tons had a RAWR of 6K, and near new 1/2 tons are in the 4K RAWR. This still gives the FW towing advantage to the older 3/4 tons.
Jerry
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Getting there is half the fun of camping.
* This post was edited 05/16/17 06:44pm by an administrator/moderator *
D. Steiner
The sooner I fall behind, the more fourth dimension I take to catch upwardly.
I finally institute a 28' that I liked and the dry weight is 7,500 lbs. Fully loaded it'due south going to be quite a bit more. I think the Ecoboost specs say that it will haul it only my decision came down to safety. Now before you Ecoboost owners get upset please read all of my mail. I'k non proverb the Ecoboost is dangerous but I think the F-250 is safer. You can't ever exist to safe. If I wasn't retired I may accept considered the Ecoboost simply for the fuel mileage just since I don't drive a whole lot the fuel economic system won't hurt me much. Another thing is even though I didn't price an Ecoboost I bet they command a premium.
Any you lot practice good luck.
jpbuch9309 wrote:
Its not if information technology tin pull it its if it can stop it safely
When you get into a plow a little hot & the beast behind you wants to keep going directly what would yous rather be sitting in, the 150 or the 3/4T?
danrclem wrote:
You should follow the advice of getting a camper first and so the truck. I started out with wanting to get a 24' or less just establish out rapidly that in that location's not much available in that size range. If y'all do discover a smaller i make sure yous check the weights out because something like an Artic Fox tin exist very heavy.
I finally found a 28' that I liked and the dry weight is 7,500 lbs. Fully loaded it'southward going to be quite a bit more. I think the Ecoboost specs say that information technology will haul it but my decision came downwardly to prophylactic. Now before you Ecoboost owners get upset please read all of my postal service. I'm not proverb the Ecoboost is unsafe but I think the F-250 is safer. Y'all can't ever be to condom. If I wasn't retired I may have considered the Ecoboost simply for the fuel mileage but since I don't drive a whole lot the fuel economy won't hurt me much. Another matter is even though I didn't price an Ecoboost I bet they command a premium.
Any you lot do good luck.
Merely exist conscientious if you are wanting to stay within the F250's 10,000# GVWR, may exist better getting a F350 SRW. Basicly the same truck the F350 simply has bigger numbers on the payload sticker.
Veebyes wrote:
jpbuch9309 wrote:
Its not if it can pull it its if information technology can stop it safely
When you go into a turn a lilliputian hot & the animate being behind you wants to keep going straight what would you rather be sitting in, the 150 or the iii/4T?
Once again trailer brakes terminate the trailer!
If you go into a turn too "Hot" that is driver error, but the best answer is restriction difficult until in the turn then ability through it.
This is far less likely with a 5er than a long TT, so advantage 5th wheel.
Once more may have flawed thinking about cornering, brake before utilise power in the curve, the bundle is more balanced.
* This post was edited 05/nineteen/17 01:17pm by rhagfo *
Source: https://www.rv.net/forum/index.cfm/fuseaction/thread/tid/29291894/print/true.cfm
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