Multiple Towing Data For 2500HD 6.0L Gasser

[n4qpcham]

I have a question about my 2500HD 6.0L gasser...I have copies of on-line documents that show max 5th heel hitch weights of 10,200 lbs., 10,300 lbs., 10,600 lbs.(standard) & 12,000 lbs.(maxium), one that says the 2500HD can tow up to 12,000 lbs. regardless of drive train options(engines and rear ends), another that says standard and max towing are 12,000 lbs, and a Chevrolet flyer from 2004 that says towing weights starts at 12,000 lbs. All the info says the GCWR is 16,000 lbs, which I am pushing with a curb weight of 6,280 on the truck, even though all the info says it is around 5600 lbs. I can't see how an empty aluminum bed toolbox and chrome running boards(pipe type) weigh in at over 600 lbs. I know the tranny on the 6.0L and 8.1L gassers are the same, so that shouldn't be a problem. Everyone I talk to says not to worry, the HD will handle it. Anyone want to weigh in?

[Lost]

I have a 2010 Silverado 2500 HD 6L gasser 4.10 rear end. The 5th wheel stats on mine are 12,300. I have almost the same unit as you and I have no problem pulling mine.

[Jim W]

The truck might tow the camper OK but it will drink fuel like the old 427's V-8with a double 4-barrel carburetor on the engine. I know I could never get above 6 to 7 MPG when pulling my old Ameri-Camp 5er. Could never get past a gas station without the truck wanting more fuel. I had a 2001, 6.0L, auto 4X4, with 3:73 gears in my old 2500HD short bed truck if I remember correctly for the differentials.

Jim W.

[FTWingRiders]

I have a 2011 2500HD CC SB 6.0 gasser with the 4:10. My 325srx is rated at 12,200 loaded. I've only have towed it once, but it was for 4 hours up and down the green mountains in VT. It handled the weight great, might not have the torque of the duramax for the uphills, but I was happy with the performance.

Averaged 7.9 mpg, hitting 60-65, slowing to 50-55 up hill. It had more to give, but I didn't have a need to force it. Never felt pushed, or out gunned.

I'm a local UPS man, and deliver to the GMC dealer I bought the truck from. Spoke to the service manager who has 20+ years there. He said GM is VERY conservative on its ratings, and that the 2500 is all the truck I need for what I want it to do. I would't hook up to a tri axle raptor hitting 15-16k, but using some common sense, I believe this truck will do what you want.

[michol02]

I almost got a 2013 2500 gasser the other day, but the tow rating with the 373 rear end was less than my 1500, so I got the diesel. Not the color or package I wanted(white LT), but they made me a deal I couldn't refuse.

[Laredo291OH]

Hi Kathy and Jerry,

You will have to get your owners manual to determine the tow capacity of your truck. There are charts in the manual that will tell you the tow capacity for your specific year and model. The tow rating varies depending on year, model (reg cab, extended, crew), length of bed, 4X4 etc. For some reason they will even vary the tow rating each year, my 2010 has a little more tow rating than an identical 2011. Type of motor and rear end gear will make a difference also, a diesel engine will increase the tow rating but decrease the payload due to the extra weight of the engine.

[n4qpcham]

Thanks, everyone. I'm breathing a little easier on towing the new High Country, which doesn't arrive until late June. It will be one of the first off the line with the new electric 4-point leveling system installed, a new option for 2014. I can highly suggest a cold air intake for more HP and better gas mileage. I have a Banks Engineering CAI. I'm getting an everyday of 15 MPG versus the 12 MPG others I have talked with get on the same truck(6.0L, 4.10, 2WD, crew) without the CAI. I was getting a solid 10 MPG, with an occasional 11 to 12 MPG, while towing the last TT we had. The Kodiak weighed in at less than 6500 lbs. loaded. I just downloaded the latest update for my BullyDog tuner, but haven't installed it on the truck yet. The BD, along with the Banks CAI, gave me more HP, torque, and a 3-4 MPG increase on the last TV, a Suburban 5.3L with 4.10. I haven't seen much difference in performance from the BD on the 2500HD, but I am hoping the updated software will make more improvements.

[n4qpcham]

Well, the 2500HD is a little slow out of the hole, but does fine once it gets rolling. Backing up a small incline into a site is a different story. Getting a solid 9 MPG and occassionally 10 MPG, just depends on how hurried I am and the number and height of the hills we have to climb. What I have come to despise is to get up to the speed limit cruising along and run up on someone out for their Sunday drive. Can't move over to pass due to cars next to you or moving up on you, so you have to slow down and start all over...wait for a clearing, move over and start the slow process getting around the slowpoke, getting back up to cruising speed, and hopefully don't run up on another Sunday driver.

[GaryWT]

Love getting behind those slow cars... My 150 tows 8600 and does well with my TT but I am looking at 250's and 2500's, the 2500 only is rated at 9,300 or so and the 250 is rated at 12,200 so no seance for me to go with a 2500 as I do not gain much.

[gearhead]

From the owners manual of my extended cab 2011:

Vehicle Axle Ratio Maximum Trailer Weight GCWR (a)
2500 Series 4WD Extended Cab Standard Box HD (d)
6.0LV8 3.73 4 309 kg (9,500 lbs) 7 257 kg (16,000 lbs)
6.0LV8 — Conventional Trailer 4.10 5 897 kg (13,000 lbs) 9 299 kg (20,500 lbs)
6.0LV8 — Fifth-Wheel Trailer 4.10 6 350 kg (14,000 lbs) 9 299 kg (20,500 lbs)

Crewcab:
2500 Series 2WD Crew Cab Long Box HD (d)
6.0LV8 3.73 4 354 kg (9,600 lbs) 7 257 kg (16,000 lbs)
6.0LV8 — Conventional Trailer 4.10 5 897 kg (13,000 lbs) 9 299 kg (20,500 lbs)
6.0LV8 — Fifth-Wheel Trailer 4.10 6 396 kg (14,100 lbs) 9 299 kg (20,500 lbs)

Since I'm running the 3.73 rear end, I'm right up to my max capacity of 9,500 pounds pulling the loaded up Cougar XLite 28SGS 5th wheel. If I had the 4.10 gears I would be legal to 14,000.
I too don't like jockeying for position in traffic and playing tag with 18 wheelers.
I'm shopping for a 1 ton diesel!

[jlb27537]

Originally Posted by gearhead

From the owners manual of my extended cab 2011:

Vehicle Axle Ratio Maximum Trailer Weight GCWR (a)
2500 Series 4WD Extended Cab Standard Box HD (d)
6.0LV8 3.73 4 309 kg (9,500 lbs) 7 257 kg (16,000 lbs)
6.0LV8 — Conventional Trailer 4.10 5 897 kg (13,000 lbs) 9 299 kg (20,500 lbs)
6.0LV8 — Fifth-Wheel Trailer 4.10 6 350 kg (14,000 lbs) 9 299 kg (20,500 lbs)

Crewcab:
2500 Series 2WD Crew Cab Long Box HD (d)
6.0LV8 3.73 4 354 kg (9,600 lbs) 7 257 kg (16,000 lbs)
6.0LV8 — Conventional Trailer 4.10 5 897 kg (13,000 lbs) 9 299 kg (20,500 lbs)
6.0LV8 — Fifth-Wheel Trailer 4.10 6 396 kg (14,100 lbs) 9 299 kg (20,500 lbs)

Since I'm running the 3.73 rear end, I'm right up to my max capacity of 9,500 pounds pulling the loaded up Cougar XLite 28SGS 5th wheel. If I had the 4.10 gears I would be legal to 14,000.
I too don't like jockeying for position in traffic and playing tag with 18 wheelers.
I'm shopping for a 1 ton diesel!

I read what your book says, but you do not say what your actual axle weights are. A 14K 5th wheel will have about 3000lbs of pin weight. Do you have that much reserve on the rear axle? The tow charts do not take into consideration tongue weights, only total combined weights.

You also need to remember that a natural aspirated engine will lose about 4% of it's rating for each 1,000' above sea level. So when you get on top of Monarch Pass @ 11,300' you will have lost almost 45% of your towing capacity. Yea the fuel injected engines have a MAP sensor and will adjust fuel, but the lack of air up there, you will be towing with 55% compared to what you can do in Houston.

We have been towing large 5th's since '93. One trip out west will make you believer. There is no way I would want to even consider towing a 14K 5th with a gas engine. In your 1K diesel shopping, weigh the rear axle if it is a SRW to determine how much pin weight you can actually carry. (trailer GVWRx.22%=Pin weight+/-)

Jim

[gearhead]

I got the weigh slips out of the truck:

Truck without the trailer:
steer axle: 3800
drive axle: 3060
Empty gross:6860

Truck and trailer with the trailer hitched to the truck:
steer axle: 3960
drive axle: 5020
trailer axles: 7220
Total gross:16200

If I have my math right, I added this much weight on the truck
steer axle: +160
drive axle: +1960

Total load added: 16200 (gross) - 6860 (truck empty) = 9340

Per the truck door sticker I have a cargo capacity of 2938#.

So, I'm almost legal with the GMC 2500 (200# over the 16000gross capacity). I had a full tank of water when weighed. If I cut back on the water I can get to 16000 gross.
I don't plan or want to pull a 14,000 # 5th. I just bought this one. I just want more safety factor and more gas pedal.
And, yes I've been out west. A 1987 Class C MH towing a Jeep. Before that a 1982 F250 with a cabover towing a cargo trailer. Both relatively new at the time. Colorado, N Mexico, Montana, Wyoming, S Dakota.

[jlb27537]

Hi, weights look good, probably well within axle ratings, and probably within the trucks GVWR. Personally, I feel the combined is a recommendation from the vehicle maker. It gives the buyer a idea of what they can expect from the tow vehicle.

The good, you know you are maxed out.

Jim

[gearhead]

Yeah, if I lose half a tank of water, or the wife leaves half her shoes at home, I will be 100% legal!
I'm thinking I won't like Wolf Creek Pass, or Raton Pass, in this rig.
It all gets down to the dollars. I sell the hot rod and the current GMC to go to a 1 ton oil burner. Cry all the way home in a new truck!
Or keep the hot rod and take a little pull on the savings. (most likely) Arghh.

[Ken / Claudia]

Any of the oil burners have the big advantage of the turbos for that low end power to get you going alittle faster and climb hills faster. In the ford line also better fuel mileage, I do not know about GMs. It's looks like what you got will work fine. I would not be concerned about being over weight with what you found at the scales. I suppose you will need to work it out if oil burner will be worth the cost. Good luck either way.

[gearhead]

The GMC is gone. Traded for a 2013 F350 LWB CC Lariat 6.7 oil burner. It had 11,000 miles on it. Has a B&W turnover ball gooseneck, so I pay $484 for the adapter plate and use my Curt 20k 5th hitch.
And I kept the hot rod. Yeah! Strangely the bride wouldn't let me get rid of it. "You'll just want another one in 6 months". That's one smart girl.

[Ken / Claudia]

Congrats, You will be smiling when you pull that RV.

[jlb27537]

Originally Posted by gearhead

The GMC is gone. Traded for a 2013 F350 LWB CC Lariat 6.7 oil burner. It had 11,000 miles on it. Has a B&W turnover ball gooseneck, so I pay $484 for the adapter plate and use my Curt 20k 5th hitch.
And I kept the hot rod. Yeah! Strangely the bride wouldn't let me get rid of it. "You'll just want another one in 6 months". That's one smart girl.

Congrats, I have several friends with the Ford 6.7L. Going from the gasser to the Ford will be a real eye opener when you get the trailer hooked up.

Jim

[gearhead]

It's definitely an eye opener without a load. The 27 yr old son wanted to test drive it. I think I heard him doing burnouts leaving the neighborhood. "Dad that thing RUNS"