Tow Vehicle / 5th Wheel Advice

GMan1970

Member
Joined
May 4, 2022
Messages
11
Location
Silverdale, WA
I am looking for advice or folks with similar setups that can provide me with some feedback on my situation:

We have a 2022 GD Reflection 150 Series 280RS. As listed it has a UVW of 8566, a GVWR of 10995 and a hitch weight of 1384

I had a 2021 Power Wagon that I had modified a bit in order to tow but I felt it was still overloaded and not well suited for towing. It pulled the weight fine and stability wasn't an issue with airbags but it really struggled in the mountains (I live in the PNW) and I was averaging 7 MPG! When I say struggled, I mean it did it through even the steepest of passes but it definitely was working and I wasn't going to pull away from anyone. Not that this was a huge deal but it was! After hours of listening to the motor work that and it can become stressful. I was not interested in a long stressful towing experience. The other stress was braking when coming down the other side. Again, not that it couldn't do it.... just that it seemed too much work for the truck to me and I prefer a safe buffer with no stress. If we were only travelling on short trips, it may have been fine but living in the PNW, you are always going over a pass if you are going on just about any trip.

Long story short.... I waited until the recent factory incentives and found what I thought was the right truck for me. Now after looking through many posts on here and in my Ram forum, I am seeing where many members are stating things that have me a bit concerned. Maybe they are speaking from a generalized standpoint, and they don't understand the specs for our 5th wheel. Or maybe it's just guys with 1 ton trucks that are rated to tow massive units spouting off because their rigs are so impressive? Please don't judge but there are reasons why I went the direction I did. I don't want a lecture on what I should have done, I just want real world opinions or advice from folks that have similar setups. I would also like recommendations as to hitching gear since I am starting with a fresh slate.

I now have a 2023 Ram 2500 Laramie SBCC 6.7 Cummins with the towing technology package. It also has the off-road package which I could have done without but it was what was available considering my wish list and late year inventory. The off-road package may be an important data point when considering my choices going forward. I couldn't find one with the factory 5th wheel prep so I have options there to consider when deciding my final setup as well. That's not a big deal. I wish I would have got the factory air but I couldn't find one with that either. I can also work around that. I just really wanted the towing tech. My payload is admittedly lower than I would have expected for a 3/4 ton truck @2206. I had a Ford F250 previous to my 2021 Power Wagon and it's payload was quite a bit better. I just always went back to the memories of towing with a diesel and would daydream about it! I finally just pulled the plug and did it. I am happy with my decision but again, looking for help from any of your who are in a similar situation. Hopefully some of you are pulling the 150 Series that are close or even the same model ideally with a 3/4 ton truck and can offer some real world perspective. Coming from my previous situation, I thought I was going to be in a much better situation and I am sure I will. The goal is the best, most comfortable towing experience that is safe. The reason for going 3/4 is like many on the forums, I was looking for comfort and maneuverability as a daily driver. I am not restricted to driving it daily (I have other vehicles) but would prefer to drive it the majority of the time here in the PNW. I probably would have gone with a 1 ton if they had one that met my wish list but again, late year inventory was an issue.

If you had it to start all over, what would you do for a setup in my situation. 3/4 ton Ram, Short Bed (6.5' box), no 5th wheel prep so far, 2206 payload limit and a Curt Turning Point (Locked so far) pin box. In all of my travels with my 2021 Power Wagon with a 6.5' box, I never really felt like clearance was an issue with my 5er. Even in the most extreme turns, it didn't seem to be an issue with the 150 series narrower RV. Granted I had a B&W Patriot slider but I didn't seem to really need to use the slide. So I would like to know if you are running a similar unit with a 6.5 box and what setup is the best? Should I unlock the Curt Turning Point and use something with it? I had to take out the B&W Patriot when I traded in my truck and OMG.... never again. I wish to have a clean bed setup so that is very important to me as well. I am leaning toward the flip gooseneck ball and B&W Companion but I would like to hear what everyone else thinks or would do in my situation.

I look forward to the advice....thanks in advance. Now that I have got closer to my final setup, I will be spending quite a bit more time here for sure.
 
I would add a set of airbags with the onboard compressor to keep your ride height where you want it. Since you will be close to maximum payload, that rear end is going to sag.
 
You will be fine.

The reason the CCC is low on the truck is because of the heavy Cummins motor. The same truck with a gas motor would have several hundred more pounds of CCC.
 
Agree with the diesel motor eating your available CCC. My 2023 F250 SCREW 4x4 SB 7.3 gasser is capable of 3500#'s on the door jam sticker. Easier maint and reliability (IMO), but gas power vs a diesel well..... still would have the gasser!
 
I also have a 2500 SB with the Cummins. My payload with the tradesman (lowest level trim level) is 2500 lbs. I immediately took it to the CAT Scale after I got it. I packed up the trailer as if I was going on a 4 day trip, food, clothes, outside chairs, portable compressor, etc. and it weighed less than 1500 lbs on the tongue. You will be fine. Just do what I did, pack it up and get it weighed.

There is no substitute for getting it to the scales.
 
I would add a set of airbags with the onboard compressor to keep your ride height where you want it. Since you will be close to maximum payload, that rear end is going to sag.

Does your unit have the Curt Turning Point pin box? I see you have the slider. Do you find it as a must with the SB? How long are the Ford SBs? I would have to assume close to the same as a Ram. I'm not familiar with your model. Is it wider than the 150 series (80")?

I don't carry water but even loaded I should have capacity to spare. I will see how it sits once I get everything set up and weighed but bags are definitely an option if needed.
 
You will be fine.

The reason the CCC is low on the truck is because of the heavy Cummins motor. The same truck with a gas motor would have several hundred more pounds of CCC.

In the mountains I need the diesel! Heavy or not, the gas motor was no bueno!
 
Agree with the diesel motor eating your available CCC. My 2023 F250 SCREW 4x4 SB 7.3 gasser is capable of 3500#'s on the door jam sticker. Easier maint and reliability (IMO), but gas power vs a diesel well..... still would have the gasser!

And here we go with the mines bigger than yours stories! Thanks but save it, I've heard it all and I specially asked for comments from fellow forum members with like situations. I don't need or want a lecture!

See ya at the bottom of the pass beyond the gas station! I will be the calm, cool, collected one going the speed limit at just over 1.5k RPMs and 12MPG hopefully LOL
 
I also have a 2500 SB with the Cummins. My payload with the tradesman (lowest level trim level) is 2500 lbs. I immediately took it to the CAT Scale after I got it. I packed up the trailer as if I was going on a 4 day trip, food, clothes, outside chairs, portable compressor, etc. and it weighed less than 1500 lbs on the tongue. You will be fine. Just do what I did, pack it up and get it weighed.

There is no substitute for getting it to the scales.

Bobby...thanks for the solid! What towing goodies setup do you have? Is yours a SB? I assume you have the Curt Turning Point as well. Do you have it locked out? I would consider replacing it if it will not void my warranty. I really like the idea of the air rides or a Gen Y but might not be compatible with my 5er. Looking at all options at this point.
 
And here we go with the mines bigger than yours stories! Thanks but save it, I've heard it all and I specially asked for comments from fellow forum members with like situations. I don't need or want a lecture!

See ya at the bottom of the pass beyond the gas station! I will be the calm, cool, collected one going the speed limit at just over 1.5k RPMs and 12MPG hopefully LOL

No lecture here.... just tagging on anothers comment about how deisel motors take up weight.

Funny.....someone who wants to know if his newly purchased diesel can handle it.... well, I think you got your answer. LOL!
 
Last edited:
No lecture here.... just tagging on anothers comment about how deisel motors take up weight.

Funny.....someone who wants to know if his newly purchased diesel can handle it.... well, I think you got your answer. LOL!

Ok...sure. whatever dude. Please point out in my post where I was asking if my new truck could handle it? I was asking for folks with like setups to provide advice or guidance on the towing setup....but go ahead and try to turn this into something else. I feel like you just couldn't resist! It's all good though as I figured it would only be a matter of time. Just surprised how fast it happened...almost like someone lurking.
 
Watch your weights and I’d think you would be fine. The exhaust brake is really nice for the descents, and the Cummins will pull you right up the passes, especially with the trailer you have. The only thing I’d add for consideration is a TS3 Hensley hitch to isolate the truck from the trailer, if you are planning to travel a lot (or some other brand). That is only if you are ok with not having a slider hitch. I had a BD5 Hensley in a short bed Chevy for a little while. Never hit the cab, but had to be careful with the 310GK. [MENTION=48044]GMan1970[/MENTION]
 
Watch your weights and I’d think you would be fine. The exhaust brake is really nice for the descents, and the Cummins will pull you right up the passes, especially with the trailer you have. The only thing I’d add for consideration is a TS3 Hensley hitch to isolate the truck from the trailer, if you are planning to travel a lot (or some other brand). That is only if you are ok with not having a slider hitch. I had a BD5 Hensley in a short bed Chevy for a little while. Never hit the cab, but had to be careful with the 310GK. [MENTION=48044]GMan1970[/MENTION]

Thanks for the advice, I will look into those as well. I was definitely considering something like an air ride for co.fort if it's a possibility but not sure if that might be overkill for my size rig.
 
Thanks for the advice, I will look into those as well. I was definitely considering something like an air ride for co.fort if it's a possibility but not sure if that might be overkill for my size rig.

Whether it’s worth the cost probably depends on how much you plan to travel. There are a lot of guys with a goosebox on here, which also provides cushion. Some bridge joints are really brutal!
 
Bobby...thanks for the solid! What towing goodies setup do you have? Is yours a SB? I assume you have the Curt Turning Point as well. Do you have it locked out? I would consider replacing it if it will not void my warranty. I really like the idea of the air rides or a Gen Y but might not be compatible with my 5er. Looking at all options at this point.

I have the shortbed so I use the turning point. It works well most of the time. I only have issues when I am on unlevel surfaces or if I have to back in at an angle. I also so the appropriate checks to ensure it is hitched and locked. The visual check as well as the tug test. I also painted the outside of the jaws with reflective spray paint. That way I can look in with a flashlight and check that the jaws are locked as part of my visual check.

I also have a set of sumo springs I installed on the back. When I had a travel trailer the rear would bounce after a bump. The springs evaned it out and the truck does not give much when I hit a bump now, even with the heavier 5th wheel. I measured the difference. The difference between the height of the rear of the truck is only 3/4" if it is hooked up or not.
 
Our payload is almost the same as yours and after pulling for over 10K in the last 12 months and had no issues. From NC to WA and down to TX - 24 states. Added blue Sumo Springs to the rv and air bags to the truck. We have a Curt Crosswing with the Turning Point locked out. Love that exhaust brake!
 
Our payload is almost the same as yours and after pulling for over 10K in the last 12 months and had no issues. From NC to WA and down to TX - 24 states. Added blue Sumo Springs to the rv and air bags to the truck. We have a Curt Crosswing with the Turning Point locked out. Love that exhaust brake!

Can you tell me about the clearance with the Crosswing? I really want one but I am scared about the clearance when turning. I do not have a slider but use the Turning Point instead. What issues have you had with the Crosswing and is it really as easy as it looks to disconnect / reconnect?
Tx
 
Thanks for the advice, I will look into those as well. I was definitely considering something like an air ride for co.fort if it's a possibility but not sure if that might be overkill for my size rig.

Gman1970, you do you for sure. Check your weights at the scale, they won't lie and hopefully you will be good to go. Everyone has a different situation. From your original post, it seems you gave up what you really wanted in a truck though based on supply. Did you look into ordering your truck?
I ordered a dually in 2021, and its way overkill as my daily driver, and the little bit I need to tow my trailer. My trailer is parked most of the time on a vacation lot. When I do tow, and in retirement I just wanted the option to tow most anything I wanted as this will be my last truck. Good luck and safe travels.
 
Our trailers are similar. I have about 1400 on the pin, so I think you're in good shape.

When I was truck shopping I noticed that Ram always had the least payload for similar options. I went with diesel for all the reasons you mentioned, (engine braking is fantastic!) and with a 1-ton because we were considering a heavier trailer.

Also I weigh myself once a year as we head out. Mods and packing differences have shifted the numbers a bit. Knowing beats wondering!!
 
I am looking for advice or folks with similar setups that can provide me with some feedback on my situation:

We have a 2022 GD Reflection 150 Series 280RS. As listed it has a UVW of 8566, a GVWR of 10995 and a hitch weight of 1384

I had a 2021 Power Wagon that I had modified a bit in order to tow but I felt it was still overloaded and not well suited for towing. It pulled the weight fine and stability wasn't an issue with airbags but it really struggled in the mountains (I live in the PNW) and I was averaging 7 MPG! When I say struggled, I mean it did it through even the steepest of passes but it definitely was working and I wasn't going to pull away from anyone. Not that this was a huge deal but it was! After hours of listening to the motor work that and it can become stressful. I was not interested in a long stressful towing experience. The other stress was braking when coming down the other side. Again, not that it couldn't do it.... just that it seemed too much work for the truck to me and I prefer a safe buffer with no stress. If we were only travelling on short trips, it may have been fine but living in the PNW, you are always going over a pass if you are going on just about any trip.

Long story short.... I waited until the recent factory incentives and found what I thought was the right truck for me. Now after looking through many posts on here and in my Ram forum, I am seeing where many members are stating things that have me a bit concerned. Maybe they are speaking from a generalized standpoint, and they don't understand the specs for our 5th wheel. Or maybe it's just guys with 1 ton trucks that are rated to tow massive units spouting off because their rigs are so impressive? Please don't judge but there are reasons why I went the direction I did. I don't want a lecture on what I should have done, I just want real world opinions or advice from folks that have similar setups. I would also like recommendations as to hitching gear since I am starting with a fresh slate.

I now have a 2023 Ram 2500 Laramie SBCC 6.7 Cummins with the towing technology package. It also has the off-road package which I could have done without but it was what was available considering my wish list and late year inventory. The off-road package may be an important data point when considering my choices going forward. I couldn't find one with the factory 5th wheel prep so I have options there to consider when deciding my final setup as well. That's not a big deal. I wish I would have got the factory air but I couldn't find one with that either. I can also work around that. I just really wanted the towing tech. My payload is admittedly lower than I would have expected for a 3/4 ton truck @2206. I had a Ford F250 previous to my 2021 Power Wagon and it's payload was quite a bit better. I just always went back to the memories of towing with a diesel and would daydream about it! I finally just pulled the plug and did it. I am happy with my decision but again, looking for help from any of your who are in a similar situation. Hopefully some of you are pulling the 150 Series that are close or even the same model ideally with a 3/4 ton truck and can offer some real world perspective. Coming from my previous situation, I thought I was going to be in a much better situation and I am sure I will. The goal is the best, most comfortable towing experience that is safe. The reason for going 3/4 is like many on the forums, I was looking for comfort and maneuverability as a daily driver. I am not restricted to driving it daily (I have other vehicles) but would prefer to drive it the majority of the time here in the PNW. I probably would have gone with a 1 ton if they had one that met my wish list but again, late year inventory was an issue.

If you had it to start all over, what would you do for a setup in my situation. 3/4 ton Ram, Short Bed (6.5' box), no 5th wheel prep so far, 2206 payload limit and a Curt Turning Point (Locked so far) pin box. In all of my travels with my 2021 Power Wagon with a 6.5' box, I never really felt like clearance was an issue with my 5er. Even in the most extreme turns, it didn't seem to be an issue with the 150 series narrower RV. Granted I had a B&W Patriot slider but I didn't seem to really need to use the slide. So I would like to know if you are running a similar unit with a 6.5 box and what setup is the best? Should I unlock the Curt Turning Point and use something with it? I had to take out the B&W Patriot when I traded in my truck and OMG.... never again. I wish to have a clean bed setup so that is very important to me as well. I am leaning toward the flip gooseneck ball and B&W Companion but I would like to hear what everyone else thinks or would do in my situation.

I look forward to the advice....thanks in advance. Now that I have got closer to my final setup, I will be spending quite a bit more time here for sure.

I have an F-250 gasser that also did not come with fifth wheel hitch prep. So I installed the B&W Companion with the flip over gooseneck base. Works great with my 150, I’ve never had any regrets not having a slider on my 6.5 ft short bed. My 150 has the Turning Point hitch but I’ve never unlocked it.

One thing to consider though if you want to use the Turning Point with the B&W Companion with the gooseneck base - B&W says you can’t do it unlocked. They only support unlocked Turning Point and similar pin boxes if you have the B&W installed on top of a factory puck system, not on the after market gooseneck base.
 

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