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06-28-2021, 07:14 AM
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#21
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Member
Join Date: Nov 2016
Location: Dayton
Posts: 68
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Colorado Towing
20K miles. Six trips OH to FL and 7 trips OH to OBX. Would I try the Rockies, nah, the the eastern mountains have been no problem. You're not required to load the truck and RV to it's max. I do wish I purchased a 4 point WDH.
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06-28-2021, 10:01 AM
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#22
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Senior Member
Join Date: Nov 2012
Location: Fruitland
Posts: 3,357
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I see the poster never listed his vehicles payload rating.
Yea, different vehicle but here's 1 I had 2002 chev trailblazer 4.2 6 cylinder
Payload 1,000 lbs.
Another one, my 2007 H3 built on a Colorado frame is a whole 919 lbs payload rated.
What's a Colorado payload anyone? Likely more than the 2 I listed but not much more.
__________________
2013 24RKSWE (27ft TT) Cougar 1/2 ton series SOLD 10-2021
2013 Ford F350 4x4 CC 6.7 engine, 8 ft bed, 3.55 rear end, lariat package
Retired from Oregon State Police in 2011 than worked another 9.5 years as a small town traffic cop:
As of 05-2020, I am all done with 39 years total police work. No more uniforms for me.
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06-28-2021, 11:45 AM
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#23
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Member
Join Date: Nov 2016
Location: Dayton
Posts: 68
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My 2016 has a GVW of 6000 lbs and a payload of 1520 lbs per the door sticker.
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06-29-2021, 04:41 AM
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#24
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Senior Member
Join Date: Mar 2020
Location: Braidwood
Posts: 218
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Quote:
Originally Posted by Ken / Claudia
I see the poster never listed his vehicles payload rating.
Yea, different vehicle but here's 1 I had 2002 chev trailblazer 4.2 6 cylinder
Payload 1,000 lbs.
Another one, my 2007 H3 built on a Colorado frame is a whole 919 lbs payload rated.
What's a Colorado payload anyone? Likely more than the 2 I listed but not much more.
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Man those 4.2's were good motors
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06-29-2021, 07:13 AM
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#25
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Senior Member
Join Date: Jun 2018
Location: USA and Canada
Posts: 870
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Quote:
Originally Posted by Ribtip
Man those 4.2's were good motors
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We had a 2004 with all the bells and whistles. Maintained it meticulously as I do all my vehicles. Loved it right up until it lost compression in #3 cylinder. But hey, it had 204K miles on it. It's a shame they quit making TrailBlazers. My wife loved it. It picked up a vibration probably about 10K miles before the compression went away. It was mild and I spent a good bit of money to try to fix it but all the parts we threw at it didn't fix it. Throttle body relearn, new motor and transmission mounts, plugs, coils, no bueno.
So I bought my wife a Ford Expedition Eddie Baur loaded out. And she loved that one too. Gave it to one of our sons and his wife a few years ago. So we're now down to my F350, my Cadillac CTS V and a Chevy HHR for when we want to be cheap on gas. My wife is trying to settle on what she wants next. Maybe a Suburban. We had a couple of them years ago and she liked them too.
__________________
2010 FZ 405
2011 F350 6.7 Dually w/Banks Power making 510 hp and 1065 ft/lbs torque
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07-02-2021, 06:25 PM
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#26
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Senior Member
Join Date: Aug 2014
Location: MS
Posts: 122
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Quote:
Originally Posted by Ken / Claudia
I see the poster never listed his vehicles payload rating.
Yea, different vehicle but here's 1 I had 2002 chev trailblazer 4.2 6 cylinder
Payload 1,000 lbs.
Another one, my 2007 H3 built on a Colorado frame is a whole 919 lbs payload rated.
What's a Colorado payload anyone? Likely more than the 2 I listed but not much more.
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It's because the payload sticker doesn't really matter once you buy the vehicle and start loading it.
What the OP needs to do, is load up his Colorado and spend $12 at a truck stop to weigh it. Then he will now how much margin he has between GVWR, RAWR, and GCWR. With this single action, he can determine how heavy of a trailer he can tow and how much pin weight he can accept.
You can't calculate this stuff accurately from the printed numbers. You can only get in the ballpark.
__________________
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07-02-2021, 06:45 PM
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#27
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Senior Member
Join Date: Nov 2017
Location: Picacho, Az
Posts: 6,809
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Quote:
Originally Posted by Todd727
It's because the payload sticker doesn't really matter once you buy the vehicle and start loading it.
What the OP needs to do, is load up his Colorado and spend $12 at a truck stop to weigh it. Then he will now how much margin he has between GVWR, RAWR, and GCWR. With this single action, he can determine how heavy of a trailer he can tow and how much pin weight he can accept.
You can't calculate this stuff accurately from the printed numbers. You can only get in the ballpark.
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Would have to disagree with that last paragraph!
Those printed numbers on the truck don't need calculated, none should be exceeded, typically the payload will be the 1st to be exceeded when dealing with RVs. The max tongue weight for the rv is easily calculated from the posted GVWR on the manufacturers tag using 13% for TTs & 23% for 5th wheels. The exact numbers will only be found by driving across the scales a couple times.
__________________
Full-timed 10+ years
Sold '13 Redwood FB
Traded '13 GMC Denali DRW D/A
Replacement undetermined
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