Minimum truck for 9,000 gross towing

[Gem99ultra]

How often do you plan to haul this trailer? Is this an 1 or 2 times per year side mission of the vehicle, or is this something planned for once per month? Does she want/need a pick-up, or does she want an SUV that can also tow this? Also, when we say tow it, do we mean 300 miles and interstates, mountains, or we talking 20 miles on county roads?

Something like a 2012 Expediton is rated for 8200-9100# towing, depending on config. It's probably going to feel like a boat on choppy water though

It's a bit high on a Durango, at 7200#, but if it was once per year, I'd do it, but I wouldn't purchase it for that purpose.

I would certainly use a Ram/F150/Silverado 1/2T if this is a infrequent job, possibly with helper springs or air bags.

If we are talking about weekly towing, interstates (or down town city, that might be worse), mountains, ect; and this is not a commuter vehicke too, consider something like an Uhaul E350 box van. I've towed some pretty heavy Ghel skid steers with a retired E350 rental van, and they are Not fast (this was a 5.4L), but they handle it well. They are also generally very cheap. If this is an all purpose vehicle, commuting, towing frequently, a 3/4T is the answer; or a 1/2T with air bags, and set up specifically for the task.

Good post, thanks! Regarding the Uhaul E350 box van, that's exactly how I brought the rig up from Texas to Georgia upon retirement.
I'm taking the several comments regarding a big NO on the Tacoma/Colorado/Ranger etc. idea to heart. Now that I go back a re-read my idea, it really sounds stupid.

 

[George2615]

I'd need to tow maybe a couple of times per year, but yes, we do have mid-size mountains to pass over.
The trailer does have electric brakes. I have towed it with my little 1/2 ton Chevy p/u, without having an electric brake controller. It pulls fine, but you can forget stopping. It'll just pust that little Chevry around like a rag doll. The Chevy is a short bed with a 5.7 V8; plenty of power but not stopping power. It's just simply not an option.

For just a couple times per year I'd install a trailer brake controller in your Chevy. Otherwise you're looking at buying a truck (new or used) that is rated to tow 10K or more. Preferably a 3/4T which has better suspension and brakes than a 1/2T.

 

[Gem99ultra]

Get a proper truck with a height adjustable driver's seat. It's not possible to not "see over the hood" of a Tundra. Sorry, not buying the hyperbole.

I've seen 5' tall ladies driving dually crew cab trucks, other than being slightly comical to watch them climb in and out of it, they handle the truck just fine. Female in my MOB unit back in the service was 5' 5" at best, and she drove an 18 wheeler like a pro.

It's a mindset only.

A 20' trailer rated to haul 7000 lbs is going to weigh more than 2000 lbs. It's probably closer to 3k. Get your rig to a CAT scale and weigh it to get the actual weights, without guessing on it.

Getting an acutal scale weight is probably the best/only way to know for sure. My "9K" number is just going by the factory literature. That's perhaps conservative.
We checked out a Tundra yesterday. Great bargin with all the bells & whistles, including adjustable seats. With the driver's seat jacked all the way up she couldn't see over the hood. Me @ 5'11" couldn't see the corners. Perhaps it was just the hood design on that particular model/year, but for now I've ruled out the Tundra.

 

[paulsharvey]

For just a couple times per year I'd install a trailer brake controller in your Chevy. Otherwise you're looking at buying a truck (new or used) that is rated to tow 10K or more. Preferably a 3/4T which has better suspension and brakes than a 1/2T.

Trailer brake controller should be less than $400 with a professional install. Air bags and/or helper springs firm up the rear end a lot. There are also towing brake set ups that are pretty affordable, and easy to install. Some are two piston calipers, better rotors, better pads, ect. I dont think they quite are equal to a 3/4T, but I don't know. Just getting a firmer rear end will help a lot on towing; keeping the back level, and keeping more pressure on the front wheels too, allowing the brakes to work the way they are meant. Might be $1200 total in upgrades, but that's a lot cheaper than a new vehicle.

Edit: also how and where you put the weight of the tractor on the trailer is a huge factor. With a 20ft trailer, I would think that will give you options to shift the weight, even if you have to place an impliment upfront, and then pull the tractor on seperately.

 

[dodge man]

I own a F150 and I’m a little over 6 feet tall. I can’t really see over the hood, I think they all slope down and make it that way no matter what. In your wife’s case it might be worse though to the point she’s not comfortable driving it. Don’t get her something she’s not comfortable driving and don’t get her something that’s not enough truck.

 

[Gem99ultra]

I own a F150 and I’m a little over 6 feet tall. I can’t really see over the hood, I think they all slope down and make it that way no matter what. In your wife’s case it might be worse though to the point she’s not comfortable driving it. Don’t get her something she’s not comfortable driving and don’t get her something that’s not enough truck.

Good point on buying something she can't drive since she's the 'primary' driver. It's not that I don't drive... I've been driving for 70+ years with 1 no-fault accidents and no tickets. It's that she's a lot younger than me and will most likely inherit the truck, tractor, etc. soonest. I'm not going to admit that she's probably a better driver than me, but she's definitely a much better m/c rider than I am.
I was initially comparing the modern small trucks to my '97 Chevy 1/2 ton short bed. They're about the same actual size. That, of course was a wrong assumption. However, it seems all newer full-size pickups are much larger than they were back in '97. Figuring out exactly what truck can fit both the towing requirements and her physical size may be impossible.

 

[ericm979]

My wife's not used to full size trucks. We bought a Tundra that has parking sensors and rear camera. She's still not super comfortable driving it on our very narrow mountain road but backing into a narrow door at the feed store isn't a problem for her with the sensors and camera.

Unfortunately a lot of full size trucks don't have the parking sensor or make them part of a super luxe package. I lucked into an unusually configured truck that had sat on a dealers lot for a while.

I've been looking for a 4wd replacement for the Tundra and boy have truck prices gone up.

 

[paulsharvey]

Good point on buying something she can't drive since she's the 'primary' driver. It's not that I don't drive... I've been driving for 70+ years with 1 no-fault accidents and no tickets. It's that she's a lot younger than me and will most likely inherit the truck, tractor, etc. soonest. I'm not going to admit that she's probably a better driver than me, but she's definitely a much better m/c rider than I am.
I was initially comparing the modern small trucks to my '97 Chevy 1/2 ton short bed. They're about the same actual size. That, of course was a wrong assumption. However, it seems all newer full-size pickups are much larger than they were back in '97. Figuring out exactly what truck can fit both the towing requirements and her physical size may be impossible.

Hmm, well, in that case, this is almost more of an estate planning/aging in place question, than a specifically truck and towing topic. Is she still going to be hauling the tractor routinely afterwards? Does that tractor suite her future needs? Would she be better served with a 7000# towing capacity and a 5000# tractor, down the road? Would you consider down sizing the tractor now?

 

[ruffdog]

I was initially comparing the modern small trucks to my '97 Chevy 1/2 ton short bed. They're about the same actual size. That, of course was a wrong assumption. However, it seems all newer full-size pickups are much larger than they were back in '97. Figuring out exactly what truck can fit both the towing requirements and her physical size may be impossible.

You can't compare your '97 1/2 ton Chevy to a more modern 1/2 ton either. Back in '97, smaller wheels like 15" or 16" would fit. Now, you need at least a 17" wheel because the brakes are that much bigger. No comparison. I think you are facing a big choice, either up-size the truck or down-size the load.

 

[dfkrug]

You can't compare your '97 1/2 ton Chevy to a more modern 1/2 ton either.

Using the above KBB towing capacity link, I see the traditional big-3 half ton PUs can tow 12-14K pounds, properly configured. That's crazy. And what does "1/2 ton" even mean?

 

[Snobdds]

That is F250, 2500 territory.

Towing is about chasis stifness. Half tons today are about comfort and have very soft suspensions. They float too much with a load.

Towing with a short wheelbase SUV... .

Heck, I remember how my dad in the 90's would tow a fifth wheel with a 200hp, 450tq F250. That was considered the ultimate set up back then too. It's not about power, it's about suspension and gearing.

 

[paulsharvey]

Using the above KBB towing capacity link, I see the traditional big-3 half ton PUs can tow 12-14K pounds, properly configured. That's crazy. And what does "1/2 ton" even mean?

It's Payload, and most of them are around 1500-1800 lbs Payload. That's actually one of my complaints about trucks; they put such soft suspensions in them, when a F150/R1500/GM1500 could easily be outfitted to have a Payload of atleast 2500#. I personally would like to be able to get a pallet of quikcrete in the bed, or deer corn, or block, whatever, without having to deal with the trailer. My trailer is a landscape style, and you can't side load pallets, and most places don't have a Lull to load over the axles with rear loading.

Yes, I cheated out 5 years ago, and should have bought a flat deck trailer for the extra $1000,

 

[dfkrug]

It's Payload, and most of them are around 1500-1800 lbs Payload.

In my neck of the woods, a half of a ton is still only 1000 pounds. Payload for my small Tacoma and a gigantic modern F150 is listed at about the same number: about 1500 or so pounds, or 3/4 of a ton. A "3/4 ton" PU these days does fine with 1.5 tons payload, from experience.

Back in the 70s, I used to put a ton in my old Datsun PU. It was not happy, but it did haul it.

I regularly haul 1200# of con-mix from the materials yard, using my Taco and a Load Handler. I tried 1500# shortly after I bought it 20y ago, but that was too much. My '89 Toyota 4x4 V6 handled both loads better.

As you say, PUs today are built with soft suspensions for a car-like ride.

 

[paulsharvey]

In my neck of the woods, a half of a ton is still only 1000 pounds. Payload for my small Tacoma and a gigantic modern F150 is listed at about the same number: about 1500 or so pounds, or 3/4 of a ton. A "3/4 ton" PU these days does fine with 1.5 tons payload, from experience.

Back in the 70s, I used to put a ton in my old Datsun PU. It was not happy, but it did haul it.

I regularly haul 1200# of con-mix from the materials yard, using my Taco and a Load Handler. I tried 1500# shortly after I bought it 20y ago, but that was too much. My '89 Toyota 4x4 V6 handled both loads better.

As you say, PUs today are built with soft suspensions for a car-like ride.

Yeah, but take 250# for an average driver, another 250# for a passenger, their crap, some misc tools, straps, ect, and you are at 1000# in the bed.

You are correct on Tacos, and many of the other small trucks having virtually the same Payload as the 1/2T.

Even the car based Maverick has 1500# Payload, although, if the FWD version, I'd guess that feels funny.

 

[dodge man]

Using the above KBB towing capacity link, I see the traditional big-3 half ton PUs can tow 12-14K pounds, properly configured. That's crazy. And what does "1/2 ton" even mean?

You just almost half to ignore those crazy towing numbers. They always say “up to 14,000 pounds towing”. That’s always something like a regular cab two wheel drive low option truck.

 

[4570Man]

Trailer brake controller should be less than $400 with a professional install. Air bags and/or helper springs firm up the rear end a lot. There are also towing brake set ups that are pretty affordable, and easy to install. Some are two piston calipers, better rotors, better pads, ect. I dont think they quite are equal to a 3/4T, but I don't know. Just getting a firmer rear end will help a lot on towing; keeping the back level, and keeping more pressure on the front wheels too, allowing the brakes to work the way they are meant. Might be $1200 total in upgrades, but that's a lot cheaper than a new vehicle.

Edit: also how and where you put the weight of the tractor on the trailer is a huge factor. With a 20ft trailer, I would think that will give you options to shift the weight, even if you have to place an impliment upfront, and then pull the tractor on seperately.

Most trucks even old ones have a plug under the dash to plug a brake control into. I put one on my 2004 ford last weekend and the install took like 5 minutes.

 

[deserteagle71]

In my neck of the woods, a half of a ton is still only 1000 pounds. Payload for my small Tacoma and a gigantic modern F150 is listed at about the same number: about 1500 or so pounds, or 3/4 of a ton. A "3/4 ton" PU these days does fine with 1.5 tons payload, from experience.

Payload sticker on my 2016 F150 says 1937 lbs and that's without any of the heavy payload options that were available. So essentially 1 ton. I understand that with the optional "Max Payload" package that sticker reads close to 2500 lb.

 

[garry1p]

My son had to pull a boat 40 miles one way the boat 10,200 lbs 3 axle trailer 3,000 lbs.
We had to make this trip 6 times and no way would think about pulling with his truck a Ford F150 4X4 5.0 V8 engine rated from 10,500 lbs.

So we rented from Enterprise Truck Rental. All came with built in brake controller and 2024 models.

F250 4X4 diesel 6.7 No problems 15 MPG Some local roads and mostly interstate 65 mph.
F350 Gas Dulley 4X4 No problem pulling but not a daily driver, a very stiff suspension.
Dodge 250 diesel 6.7 6 cyl 4X4 This is the only truck you could tell there was a heavy load being pulled.
Chevrolet 250 6.6 V8 4X4 15mpg diesel No problems was by far the most comfortable vehicle and would be our choice if purchasing a new truck as a daily driver.

For driving just a few time a year I suggest a rental Enterprise was $100 a day with my military discount.

 

[Panik]

Ahh heck I'll throw my thoughts in here as a data point...

2014 GMC Sierra 5.7L Crewcab shortbed
6 speed / 3.42 (I think)
~9800lbs tow capacity
~1500-1700lbs "bed capacity"
w/Adjustable air bags
w/22' 10k trailer weighing b/w 2.5K & 3K

** Can't remember the exact truck numbers as I no longer own the vehicle

My personal experiences? - the combo was put together for a different intent, but I did scale and tow up to 9k combined trailer + load weight (typically vehicles) a couple times a year while I had that combo. I did run the real, scaled numbers a couple times to make sure I was within combined vehicle "weight spec" & tongue weight, even if I wasn't using a weight distributing hitch

For the occasional across state tow job (every other year), or around the hilly, but not mountainous rural county (5-6 times a year) I live in that weight combo worked just fine with care and understanding about the limitations involved.

For better or worse I also have had to run that combo through Atlanta traffic any number of times and while it certainly made me sit up and pay attention in terms of speed, braking distance and traffic spacing, it was never a huge white knuckle issue. Mostly I slide into or behind a semi truck carvan and took my cues from their spacing, speed and braking.

By comparison in the early 2000's I ran 1 ton singles or duallies for the state of Florida towing large boats and manatee carcass trailers cross state and my personal truck combo general felt as stable under normal conditions. (yes, I do acknowledge the increase braking and reduced risk of tail wagging inherent in a 1 ton truck - it is a very REAL advantage)

That said details start becoming more and more important once you start pushing up to the edge of a vehicle's performance envelope. Were it me and I were to be:

-Be towing up around 9-10k on the regular (monthly/every other month?)
-OR having to deal with real elevation changes while on the road i.e. going over real mountain (I ran through the foothills of N GA)
-AND/OR regularly in heavy traffic

I would want and do advocated for some type of tow vehicle with a longer wheel base, increased suspension & braking performance and engine/transmission cooling capabilities than what is offered by today's 1/2 ton trucks.

I learned that lesson in an abject fashion with the trailer I've been mentioning in this post. Bought that trailer before I had my GMC & was using it & a 2006 Jeep Commander w/the big V8 to tow my BX2360 around town - everything was well within spec based on published tow rating for my vehicle, real scaled weights and correct load distribution on the trailer for pin weight.

In any case, one afternoon I was coming home with the tractor on the trailer. It was raining very lightly & as I started slowing down coming up to an flat 3-way "T" intersection the Jeep locked up and the trailer pushed me straight through the intersection. Thankfully no one else was at the intersection & I moved up my already existing plans to upgrade the tow vehicle I could afford AND that met the vast majority of my towing needs - typically a total trailer+equipment weight of 5k-6k.

As others have mentioned there are work arounds to having a 3/4 - 1 ton truck as a daily driver . Something else to keep in mind too is that using a 1/2ton up near edge of the tow envelope will likely eventually have some real world impacts in terms of wear on suspension and drive train components over the life of the vehicle.

 

[Gem99ultra]

Using the above KBB towing capacity link, I see the traditional big-3 half ton PUs can tow 12-14K pounds, properly configured. That's crazy. And what does "1/2 ton" even mean?

Good point!