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You’re correct Phil. GCWR equals how much everything weighs. Truck, trailer, load on truck, and load on trailer are all inclusive. Brain fart here.
General truck classifications.
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Phil,
There should be a sticker on the door post just under the latch (if it’s a fairly late model) that gives the towing capacity, GAWR and GVWR.
The 10,000 lbs. you mentioned would be the maximum combined weight of the trailer and it’s load, not including the truck, which seems in line with late Ford production specs for an F-250 Super Duty.
Here is all the straight skinny from Ford.
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Nice job Larry.
Ring gear diameter and pinion shaft size are very important considerations for towing vehicles. The larger the better. More tooth contact absorbs higher constant torque much better.
The Ranger shares the same drive train as the Explorer, or at least it used to.
Addendum: The longer the wheelbase the better also.
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Well there's no way in the world that a 3/4 ton pickup will have a GCWR of 18,000 lbs. My F-350 dually only has a GCWR of 15,000 lbs., and that's with a class lV hitch too.
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jrpanfil,
When you say “hydraulic transmission fluid”, what exactly do you mean?
The red ATF stuff that contains a friction modifier additive package that is formulated for friction discs in automatic transmissions, or something like Unuversal Tractor Fluid (UTF)?
Of which neither product has a place for use on these tractors.
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Rich,
Toyota may well have a 3/4 ton pickup, not really saying they don't, just not in the North American market. A full 3/4 ton pickup will have a full floating rear axle and at least seven lug wheels. Glossy brochures sometimes stretch the truth.
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Have you tried Circle G's steering parts?
I would also not be surprised to find they are the same as Case, JD, Mitsubishi, or Yanmar, and possibly interchange with Borg-Warner 74 series transmissions and Twin Disc clutches. You'll probably have to do some leg work though.
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Grumpy,
I really hope the trailer in question has a greater GVW than 2,000 lbs.!
Your statement about loading the Ranger like that and finding it “tolerable” disturbs me. Apparently you are concerned only about yourself and not other people on the roads.
I agree with Rich except for the 1/2 ton Tundra example. I had a brand new '05 and it had a very hard time pulling my empty dump trailer that weighed 4,200 lbs.
Full size 3/4 ton minimum. Dodge Ram 2500, Ford F-250 Super Duty, Chevrolet 2500HD, etc. You want a full floating rear axle.
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I'm glad you acquiesced on the side of safety.
Hydraulic surge brakes have come a long way. The latest incarnation will let you back up an incline without getting out of your vehicle. The electric-over-hydraulic system is a little better. Full electric (drum or disc) still seems to be the most popular.
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