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Old 10-24-2016, 08:57 PM   #41
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Pretty sure the 250s went back to vacuum pumps and vacuum boost brakes. 350s standard with hydroboost. That would be enough to keep out of the newer 250. After owning all of em, I would never want to be without hydroboost, so much better braking power and feel

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Old 10-24-2016, 09:19 PM   #42
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Well, if you're crazy then I am too because we went straight to the F-450 so we would never have to upgrade our truck. Having the heavier truck gives you a lot of options for future towed vehicles.
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Old 10-25-2016, 04:47 AM   #43
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I'll just say this: If you ever tow with a dually, you'll never want to tow with anything else.
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Old 10-25-2016, 09:35 AM   #44
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Yeh, believe it or not, I can find duallies more cheaper than the SRW for some reason. I guess it's just a demand thing. Everybody wants the single wheel trucks.

My only issue with the dually is just that we will be towing the camper maybe a dozen times a year ranging from 20 miles to 450 miles (to Disney). I'm not convinced that the dually is practical for us.

A 450 with an X213! Now that's hard core! I loved the X213, but we opted for a little more room. That king bed is awesome.
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Old 11-23-2016, 12:12 PM   #45
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So, I went with an F350 to pull a 7000# (unloaded) 27BHS and I've ordered a 12K pound version equalizer hitch with the 2.5 shank. My reasoning is that, loaded, the camper will be 7500-7800# and 12% of that weight is over 900#.

The equalizer site says that the 10K version will work but I'm pushing up against the limits and suggests considering going higher. Am I exposing to any issues with "too much" hitch?
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Old 11-23-2016, 12:21 PM   #46
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So, I went with an F350 to pull a 7000# (unloaded) 27BHS and I've ordered a 12K pound version equalizer hitch with the 2.5 shank. My reasoning is that, loaded, the camper will be 7500-7800# and 12% of that weight is over 900#.

The equalizer site says that the 10K version will work but I'm pushing up against the limits and suggests considering going higher. Am I exposing to any issues with "too much" hitch?
You are getting the right hitch in my opinion with the 12K. There are a couple others on here running that same hitch with a similar camper.

I have much less truck than you, but the same camper. I'm using the 10K hitch, but in hindsight, I should have gone up 1 size. I have my hitch adjusted as 'tight' as I am comfortable with - i.e. the rear wheels of my truck almost leave the ground when I'm installing the bars - and my front end still doesn't feel quite as solid as I'd like.

Since we are comparing different trucks though, you will probably be completely happy with the 10K hitch with your 350 too since obviously your TV has a LOT more capability than mine does. I don't think you'll go wrong either way.
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Old 11-23-2016, 12:33 PM   #47
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I think you made the right choice. I had a 12' F350 dually to pull my 16500 lb 5th wheel around. It did the job VERY well. However I wish the exhaust/engine brake was better in that rig. Even with trailer brakes, my trucks brakes got VERY hot bringing the thing down 550 from Silverton CO to Durango CO. If you ever decide to upgrade your TT to a 5th, you will not regret having the extra payload capacity.
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Old 11-23-2016, 03:07 PM   #48
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I'll just say this: If you ever tow with a dually, you'll never want to tow with anything else.
I had one for over 4 years and I did not find that to be the case.
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Old 11-23-2016, 05:04 PM   #49
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A 450 with an X213! Now that's hard core! I loved the X213, but we opted for a little more room. That king bed is awesome.
LOL, we got it to tow a fiver sometime in the future -- the truck gets 11.5 mpg regardless of whether we are towing the X213 or not!
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Old 11-24-2016, 08:25 AM   #50
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My trailer is 5500lb dry with a GVWR of 7500lb. I usually sit somewhere in the middle of that when going camping. I run the Equalizer 10K hitch and feel it's appropriate for the weight. I am running 7 washers though (8 is max) but there is such thing as too much hitch... The bars are designed to flex a bit based on an appropriate amount of weight on them. Too little weight and you can find yourself with a very stiff and harsh tow or possibly bending/breaking things in extreme circumstances. It's like using a 1inch drive socket to torque a 1/4in bolt.
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Old 11-24-2016, 09:35 AM   #51
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So, I went with an F350 to pull a 7000# (unloaded) 27BHS and I've ordered a 12K pound version equalizer hitch with the 2.5 shank. My reasoning is that, loaded, the camper will be 7500-7800# and 12% of that weight is over 900#.

The equalizer site says that the 10K version will work but I'm pushing up against the limits and suggests considering going higher. Am I exposing to any issues with "too much" hitch?
I would encourage you to go with the 12K. Where are your water tanks and have you considered the impact of having full on the tongue weight?

I had a 12K equalizer and wet I was a little over 1200lbs, I had some issues and equalizer upgraded me to the 14K. They actually advised me on the 14K and 12k, the bars are identical, its just the mass and strength of the head thats different. I have always been comfortable with a little over than a little under, and I don't think your going to be far over.

With the setup you have, you probably would be more than fine with a traditional sway bar setup and perhaps even an air cushion hitch as well and could go without the weight distribution, the rear suspension of that truck should hold it fine, and it may result in a little better ride. I saw a setup like this this summer, it was a large trucks, smaller trailer, with a shocker hitch and the old traditional sway bars that attach to the small ball on on the hitch head.
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Old 11-24-2016, 10:16 AM   #52
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With the setup you have, you probably would be more than fine with a traditional sway bar setup and perhaps even an air cushion hitch as well and could go without the weight distribution, the rear suspension of that truck should hold it fine, and it may result in a little better ride. I saw a setup like this this summer, it was a large trucks, smaller trailer, with a shocker hitch and the old traditional sway bars that attach to the small ball on on the hitch head.
With a diesel F350 the max he can tow without a weight distributing hitch is 8500 lbs or 850lbs tongue weight. The tongue weight of the 27BHS will be over that so he will need a WDH.
Just because you have a big truck doesn't mean a WDH is not required.

For half tons the limit is usually 500lbs tongue weight.
250/350 gas engines is 600lbs tongue weight.
The diesels get extra capacity because they have more weight over the front axle to begin with.

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Old 11-24-2016, 10:20 AM   #53
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We are towing a 2016 27BHS with an '07 F150 SuperCrew 5.4l. The truck has a 1648 lb. payload and a 7800 lb. tow rating. The trailer weighs in at 6800 with a 760 lb. tongue weight. I use a conventional WDH hitch and sway bar. With the truck loaded for a typical 3 day weekend trip I have 400 lbs. of available payload remaining, BUT I am only 170 lbs. under the max rating for the rear axle.

The trailer tows o.k. for us with no issues , but we are towing it along the Gulf Coast. Not sure how it would do in the mountains.

My truck pulls the trailer at 62 mph @ 2400 rpm with very little downshifting. I use a Scanguage to monitor transmission temps and it rarely exceeds 200 degrees.

This is information for whatever it is worth. If you have the money to upgrade to a F250 / F350 then go for it.... I am retired and will be sticking with my 1/2 ton....

Good Luck !
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Old 11-24-2016, 12:43 PM   #54
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We are towing a 2016 27BHS with an '07 F150 SuperCrew 5.4l. The truck has a 1648 lb. payload and a 7800 lb. tow rating. The trailer weighs in at 6800 with a 760 lb. tongue weight. I use a conventional WDH hitch and sway bar. With the truck loaded for a typical 3 day weekend trip I have 400 lbs. of available payload remaining, BUT I am only 170 lbs. under the max rating for the rear axle.

The trailer tows o.k. for us with no issues , but we are towing it along the Gulf Coast. Not sure how it would do in the mountains.

My truck pulls the trailer at 62 mph @ 2400 rpm with very little downshifting. I use a Scanguage to monitor transmission temps and it rarely exceeds 200 degrees.

This is information for whatever it is worth. If you have the money to upgrade to a F250 / F350 then go for it.... I am retired and will be sticking with my 1/2 ton....

Good Luck !
As long as you are comfortable with its performance, there is no reason to change it. I feel the same about my 2016 F-150 3.5L EB It will tow my X213 without even breathing hard, and since that's all the TT I will ever need (and in reality, it's more than we actually need, but the king bed was the kicker for us), I'll run it til it drops.
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Old 11-26-2016, 09:03 AM   #55
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With a diesel F350 the max he can tow without a weight distributing hitch is 8500 lbs or 850lbs tongue weight. The tongue weight of the 27BHS will be over that so he will need a WDH.
Just because you have a big truck doesn't mean a WDH is not required.

For half tons the limit is usually 500lbs tongue weight.
250/350 gas engines is 600lbs tongue weight.
The diesels get extra capacity because they have more weight over the front axle to begin with.

Cheers
Maximum payload is a function of GVWR. Therefore, all things being equal, and knowing the diesel engine weighs more than the gas, the diesel will have a lower payload capacity, leading to a lower tongue weight capacity.
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Old 11-26-2016, 01:18 PM   #56
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Welcome to the club! "Over kill tow vehicle for trailer" you'll love it and get excited to tow with it. However you'll start looking at those 5th wheels now and start wanting one of those after a year or so...
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Old 11-29-2016, 07:36 AM   #57
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Maximum payload is a function of GVWR. Therefore, all things being equal, and knowing the diesel engine weighs more than the gas, the diesel will have a lower payload capacity, leading to a lower tongue weight capacity.
I am not talking about payload capacity. I am talking about the amount of weight you can carry on the hitch before you need a weight distribution hitch. Nothing to do with payload capacity. It is related to how much weight is being removed from your front axle due to the weight applied on the receiver.

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