How Fast?

[rhagfo]

Originally Posted by Blackrock

If you are impeding traffic on a two lane highway by not doing the 65 mph speed limit then you are a problem. Find a spot to pull over and let working traffic pass when you have more than three vehicles stacked up behind you. As for me I can usually run 68-72 in a 65 zone and on the 75 mph interstate I run between 72 and 85.

This is scary, I quote the poster signature;
“2016 Ram 1500 - 2016 Laredo 265SRK
Running on the ragged edge of respectability”

Towing a 10,000# 5th wheel with a Ram 1500 at 85 mph!

[notanlines]

Russ, Russ, Russ, that 1500 is a HOSS!

[JBM3M]

I was a Paramedic for many years and saw much, including 18 wheelers and RV's blow over....as it happened. I tend to lean toward 70 on divided, speed limit on 2 lane. That said, I don't slow down a line of vehicles, I pull off. (Some states even have laws that want you to pull over if x number of cars are behind) But at a medic, I saw much more severe injuries from speed than anything else.



A gust of wind can be a killer, so can an unseen pothole. Your life, your vehicle, just be safe

[foldbak]

When I had a bumper pull, my max comfortable speed was 62. Throw some wind in and I'm at 50 to 55. With the upgrade to a 5er my cruse control is set to 65 wind or no wind. It's night and day. But I live in CA so I have to keep an eye out Although since Covid the normal average driver is crusing along at 75.

[ACJCF2]

I run 62 to 65 mph Interstate driving in good weather. I used to be that guy running 70-75 mph no more. Better on fuel and easier on the equipment. My $.02.

[CBears]

I leave home and for the first few hours of the trip I don't go over 65, even on 75 mph divided highways. By hours 4-5 I'm creeping up to 70 and after hour 5 I'm just pretty much doing whatever the other traffic is doing. I honestly believe that I should not drive while towing on perfect roads over 65 just for safety but after many hours I'm just wanting the drive to be done and the relaxing to commence. That also proves that I should try to keep my days down under 5 hours of driving probably.

[T-Time]

I shot for low to mid 60's.

One thing I have found when the trailer is miss behaving is to check tire pressure. First trip out one spring my tire pressure was 5 -10 PSI low all the way around (original OEM China bombs). It was all white knuckle driving. I know check my tire pressure before any trip, and never pull with it down.

[Stumpy75]

Like a lot of posters here, my top is 65mph. Maybe push 70 if really needed for some reason(for a short time - like passing), and the road and conditions allow. Around 60 or less if less than idea conditions. And I'll pull over, if I safely can, to let traffic by. But I also will not allow someone to push me faster than I want to go. I'm the one driving my rig, not the person behind me...

[sourdough]

Originally Posted by CBears

I leave home and for the first few hours of the trip I don't go over 65, even on 75 mph divided highways. By hours 4-5 I'm creeping up to 70 and after hour 5 I'm just pretty much doing whatever the other traffic is doing. I honestly believe that I should not drive while towing on perfect roads over 65 just for safety but after many hours I'm just wanting the drive to be done and the relaxing to commence. That also proves that I should try to keep my days down under 5 hours of driving probably.

For us, yes, keep the days pretty short. About 4 hours is the shortest usually, 5-6 hours generally and maybe 7 hours very occasionally. Your observation about getting a little faster as the day progresses past your "wanna be there" time is accurate as well. The longer the day, the more tired I get, the more worried I get about getting set up and everything coming together in a timely manner....seems that's just the way it is.

[Jonahex2099]

I never take it over 65 - even on the highway/freeway. The only time I leave the right lane is to pass semi's if they're crawling. Mild anxieties prohibit me from doing anything else...

[tdepp]

Originally Posted by rhagfo

First to John's post about different situations, that is so true. My eariler response was in good conditions, two lanes 60 to 65, interstates 65 to 70, but likely 65 for best mileage.
To add to John's statement about light drizzle, one must be very careful if that drizzle comes after a several week dry spell, as oil droppings and slight dampness makes for a very slippery surface.
I will say that when traffic allows, I use my cruse control on both Interstates and better two lane state highways, otherwise I find my speed creeping up.

Chuck, in this day and age, your statement concerns me, holding up a line of traffic may really pi$$ off someone in that line.
I added a small chip to the old 2001 Ram 2500, maybe boosted HP about 40 hp, took stock 235 hp to maybe 275 hp, enough to climb hills at 55 to 60 mph pulling close to 13,000#.
In addition to your train horn, I have a set also, I would recommend a dash camera.

One needs to consider conditions also, the picture below was coming home from the Oregon Coast with a bit of a surprise snow storm. We were towing at about 45 mph, at one point State Police stopped traffic for a spun out car, on an up hill grade. With the 4X4 and manual trans, no issue getting going again, but the road was slick. Also notice the distance between us and the pack, that was by choice, not because they were driving faster. This was towing our 1986, King of the Road 28' 5th wheel.

Russ, can I ask what engine your 2500 has (I assume its diesel). I am mulling over the gas 3500 vs diesel 2500 Ram for a new truck. I would not need to haul 13,000, probably more like 12,000 or a bit less. thanks, Tim

[rhagfo]

Originally Posted by tdepp

Russ, can I ask what engine your 2500 has (I assume its diesel). I am mulling over the gas 3500 vs diesel 2500 Ram for a new truck. I would not need to haul 13,000, probably more like 12,000 or a bit less. thanks, Tim

Our 2001 Ram 2500 was a Cummins diesel, we replaced it five years ago with a 2016 Ram Laramie 3500 DRW, tows like a dream.

[JRTJH]

Originally Posted by tdepp

Russ, can I ask what engine your 2500 has (I assume its diesel). I am mulling over the gas 3500 vs diesel 2500 Ram for a new truck. I would not need to haul 13,000, probably more like 12,000 or a bit less. thanks, Tim

Just a comment about payload: If you're considering a "GAS" 3500 vs a "DIESEL" 2500, remember that the 2500 has a limited payload and about 25-35% of the payload can be "used by the weight of the diesel engine" leaving a 2500 with significantly lower payload...

So, if you're towing a "under 10K travel trailer" it may not matter about payload, but if you're towing "any fifth wheel, even a half ton towable model" that's as light as 9K, you will probably run out of payload with a 2500 diesel.

As a 3/4 ton diesel owner, I run into "lack of payload" damn near every trip with out 10K XLite fifth wheel.... If a fifth wheel is in your towing or is a potential future consideration, SKIP THE 3/4 TON DIESEL OPTIONS !!!!!!!

[Stircrazy]

Originally Posted by JRTJH

Just a comment about payload: If you're considering a "GAS" 3500 vs a "DIESEL" 2500, remember that the 2500 has a limited payload and about 25-35% of the payload can be "used by the weight of the diesel engine" leaving a 2500 with significantly lower payload...

I am not sure about the weights of the GM options but for the ford the big has engine is only 400lbs lighter than the 6.7 diesel and almost all that weight is on the front axel, so it hardly affects the rear axel capacity which is whare 99% of your 5th wheel hitch weight is going. yes it affects the "payload" (less than 10%) but that takes into account the excess front axel weight and is a bad number to use for towing or 5th wheel hitches, actual available axel capacity is what should be used but that requires extra work from people who are generally to lazy to do it.

[JRTJH]

Originally Posted by Stircrazy

I am not sure about the weights of the GM options but for the ford the big has engine is only 400lbs lighter than the 6.7 diesel and almost all that weight is on the front axel, so it hardly affects the rear axel capacity which is whare 99% of your 5th wheel hitch weight is going. yes it affects the "payload" (less than 10%) but that takes into account the excess front axel weight and is a bad number to use for towing or 5th wheel hitches, actual available axel capacity is what should be used but that requires extra work from people who are generally to lazy to do it.

I don't know where you got your information, but this is directly from the Ford.com SuperDuty website for Model Year 2024 F250 CrewCab 4x4 6.75' bed:

6.8L engine Curb Weight 6396
7.3L engine Curb Weight 6480
6.7L engine Curb Weight 7331

The Diesel F250 weighs 851 pounds more than the 7.3L gas engine.

As a note, the F250 with a 7.3L gas engine weighs 84 pounds more than the 6.8L gas engine model. There is a SLIGHT difference of 15 pounds between the 6.7L diesel and the 6.7L HO diesel weight.

If you calculate the curb weight difference between the 4x2 models, the diesel weighs 831 pounds more, so there is a difference of 30 pounds of "other stuff" somewhere in the mix, not including the 4x4 running gear.

This part of the spec charts comes from the Ford.com website: https://www.ford.com/trucks/super-du...s/f250-lariat/

Also, note that "all the weight is on the front axle" doesn't change the GVWR or the payload, so even though the rear axle doesn't carry the additional weight of the diesel, the truck does and that's reflected not only in the RAWR but more important, in the GVWR.

Simply put, the F250 is "handicapped at the knees" when it comes to carrying the extra weight imposed by a fifth wheel pin weight which is 10-15% greater than the tongue weight of a conventional travel trailer....

Can it be done? Yup, a Toyota Tundra towed the space shuttle.

Should it be done? That's the question an owner of a F250 needs to answer for their financial risks if they intend to tow on a public highway. The manufacturer, Ford states in the owner's manual that ALL weight ratings must be followed, so it's not "OK by Ford" to skip the payload as long as you don't skip the other ratings (GVWR or RAWR or ???)...

[Stircrazy]

Originally Posted by JRTJH

I don't know where you got your information, but this is directly from the Ford.com SuperDuty website for Model Year 2024 F250 CrewCab 4x4 6.75' bed:

6.8L engine Curb Weight 6396
7.3L engine Curb Weight 6480
6.7L engine Curb Weight 7331

The Diesel F250 weighs 851 pounds more than the 7.3L gas engine.

As a note, the F250 with a 7.3L gas engine weighs 84 pounds more than the 6.8L gas engine model. There is a SLIGHT difference of 15 pounds between the 6.7L diesel and the 6.7L HO diesel weight.

If you calculate the curb weight difference between the 4x2 models, the diesel weighs 831 pounds more, so there is a difference of 30 pounds of "other stuff" somewhere in the mix, not including the 4x4 running gear.

This part of the spec charts comes from the Ford.com website: https://www.ford.com/trucks/super-du...s/f250-lariat/

Also, note that "all the weight is on the front axle" doesn't change the GVWR or the payload, so even though the rear axle doesn't carry the additional weight of the diesel, the truck does and that's reflected not only in the RAWR but more important, in the GVWR.

Simply put, the F250 is "handicapped at the knees" when it comes to carrying the extra weight imposed by a fifth wheel pin weight which is 10-15% greater than the tongue weight of a conventional travel trailer....

Can it be done? Yup, a Toyota Tundra towed the space shuttle.

Should it be done? That's the question an owner of a F250 needs to answer for their financial risks if they intend to tow on a public highway. The manufacturer, Ford states in the owner's manual that ALL weight ratings must be followed, so it's not "OK by Ford" to skip the payload as long as you don't skip the other ratings (GVWR or RAWR or ???)...

I said the engine weighs that much more, I am not adding in the amount of gas/Deisel equipment added on to go with it. or the weight of the front axels/springs difference, plus there are other things that change. my older f250 was 300lbs under rated for my 5th wheel my 15 year newer f350 has 1000lbs left over when loaded for bear (I have the extended payload package also) so not a lot of gain when you think about it, f450 I only gain 400ish more capacity (I was just looking as we are thinking about upgrading the camper)

but once again the thread about how fast people tow has turned into a weight police topic with a bunch of people spouting numbers in a book that don't reflect reality or how the weights are enforced if you get pulled over.

[JRTJH]

Originally Posted by Stircrazy

I said the engine weighs that much more, I am not adding in the amount of gas/Deisel equipment added on to go with it. or the weight of the front axels/springs difference, plus there are other things that change. my older f250 was 300lbs under rated for my 5th wheel my 15 year newer f350 has 1000lbs left over when loaded for bear (I have the extended payload package also) so not a lot of gain when you think about it, f450 I only gain 400ish more capacity (I was just looking as we are thinking about upgrading the camper)

but once again the thread about how fast people tow has turned into a weight police topic with a bunch of people spouting numbers in a book that don't reflect reality or how the weights are enforced if you get pulled over.

Isn't that red part the same as saying, "I'm fat, but it's in my legs, not my butt, so really I'm skinny and just weigh too much" ??????

When it comes to vehicles, it doesn't much matter if the engine is the "heavy part" or if it's "all the other stuff they add" that makes the truck heavier. Bottom line is GVWR minus CURB WEIGHT equals PAYLOAD... Whether the curb weight is increased by "engine block weight" or by "turbo weight" or "fancy seat weight", it still reduces the payload "pound for pound". However, in the specifications I quoted, those are for "identically equipped XL models for the current model year" so there's no difference in optional seats, fancy stuff or equipment except for the specific mechanical components required for the engine selection for the 6.8, 7.3 or 6.7 engine install in the XL truck line. Since you can't order a DIESEL F250 with a GAS transmission or a light duty front axle, it's a "moot point" to say "it's in the other stuff not in the actual diesel engine. It all comes together or it doesn't come at all.

When you "compare the F350DRW and the F450, you have more payload with the F350. Why? The F450 has a different (and heavier) front suspension, heavier tire/wheel components. The CURB WEIGHT of the F450 is heavier than F350 DRW curb weight, so even with both having a 14,000 GVWR, the payload of the F450 goes down.

[notanlines]

"I'm fat, but it's in my legs, not my butt, so really I'm skinny and just weigh too much" ?
Now that’s funny, I don’t care who you are.

[flybouy]

You mean it's not just because I have "big bones"???

[sourdough]

Originally Posted by notanlines

"I'm fat, but it's in my legs, not my butt, so really I'm skinny and just weigh too much" ?
Now that’s funny, I don’t care who you are.

LOL! Once you get past a certain age (at least 7 decades) admiring your physique in the bathroom mirror brings out those kinds of thoughts! I'm thinking one of those "vanishing" creams might just fix it.