Tow Vehicle / 5th Wheel Advice

[Joe1967]

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.

Sorry for the delay. The 31MB is 8 ft wide. I do not have the turning point box. I use a B&W slider 5th wheel hitch. One point on those, you can install the arms that the head sits on in a more forward or rearward position, as they are asymmetrical. I have had them in either position, and the weight on the front axle of the truck is the same. I therefore have them in the rearward position, which gives me an extra 3 inches of clearance between the cab and trailer front when turning. I have only used the slider function a couple of times, but was glad I had it when I did! It is heavy, but I just installed an electric winch in the ceiling of my garage so it is no problem to take it out. With this set up, I have no chucking and hooking/unhooking is easy the B&W. Even if there is pressure on the pin.

 

[txgals5561]

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

We have about 7 inches for clearance between the rails and rig. Never had a problem with turning or backing into tight spaces….At least none that I could blame on the hitch. Very, very easy to connect. Disconnect is not hard, may have to back/ pull forward just a tiny bit to get the head to slide up smoothly. So easy to take in and out of the bed, since the hitch is not as big as some others I think I have a little more room for stuff. Backflip cover closes just fine. Love not having to mess with the Turning Point. Stays locked out.

 

[Calbar]

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

I also have the Crosswing with the single point connection (gooseneck ball not rails) so it moves the pivot point back 9" and gives me plenty of clearance with my Solitude, which is 5" wider than your Reflection and I have plenty of clearance to the cab of my short bed Ram 3500. I can't go 90 degrees but almost. The non single point connection gives you 5" of moving the pivot point back. I had that 5" with my B&W non-slider hitch and never had issues getting into campsites with my Solitude either. You will be perfectly fine just need to be fully aware of what you are doing when backing up because you could still potentially hit the cab. Also be aware that sliders only give 9 - 12" of slide so not a whole lot more than you get with the single point connected Crosswing.

Rob

 

[ardvark16]

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.

Well. I had close to that setup with a 2019 2500 6.4 short bed and I had rails installed in my bed with a B&W patriot and used the turning point. I now have a 350 with factory prep and still use the turning point. It’s an excellent pinbox for a shortbed and you don’t and can’t use a slider if it’s unlocked. I upgraded to a Ford because in 2021 Ram didn’t offer a supplier discount on the HD trucks. After 2 years I would go back to a Ram in a second. You are probably close on weight but who cares if you have the Cummins. Your only downside with your truck is that you absolutely can’t upgrade to a full Reflection or a Solitude. That’s why I went 1 ton. Future upgradability.
Your truck is fine. Ram is better than Ford anyway. I don’t love my Ford overall. The engine is the only thing I love about it.
If I had to do it over again I’d get a Cummins 3500 long bed like I wanted in 2021. They are not much longer than my Ford short bed.

 

[David Vaughan]

We have the same trailer with f 250 and 6.7 diesel
Anderson ultimate 5th wheel hitch
35 lbs
Watch out adding batteries and inverter.
Fresh water tank is behind axles
Kitchen is over axles where you load most of your weight
Step 1 is realizing your limitations.
Do keep enough pin weight

 

[TiogaCB]

Up until last year, we ran a very similar setup to yours with our Reflection 260RD which has a similar pin weight (Dodge Laramie 2500, 6.7L, 6.5 bed, B&W Companion, turning point locked). We upgraded to a 3500 mega cab as we added a second 150 lbs dog to the family but not due to towing issues. We towed multiple times from Texas to our camping spot at 9,000 ft in Colorado and it ran very level and comfortably. We were conscious of storing any extra gear we were bringing over the rear axle of the trailer rather than throwing it in the bedroom (or the truck bed) to keep the weight from over the pin.

 

[CHRISTOPHER_6770420f41e32]

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 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 can’t exactly speak to the exact set up but Leatherman’s recommendation to load it up and get it weighed is the best advice and the only way to know exactly where you are with the set up.

 

[David Vaughan]

Save wieght when ever possible.
Anderson ultimate 5th wheel hitch.
It's about 45 lbs.
My ford bed is a few inches longer and have the same trailer. I do have the factory puck system. This works great for me. It's easy to take in and out.

 

[NB Canada]

We have the same trailer with f 250 and 6.7 diesel
Anderson ultimate 5th wheel hitch
35 lbs
Watch out adding batteries and inverter.
Fresh water tank is behind axles
Kitchen is over axles where you load most of your weight
Step 1 is realizing your limitations.
Do keep enough pin weight

Up until last year, we ran a very similar setup to yours with our Reflection 260RD which has a similar pin weight (Dodge Laramie 2500, 6.7L, 6.5 bed, B&W Companion, turning point locked). We upgraded to a 3500 mega cab as we added a second 150 lbs dog to the family but not due to towing issues. We towed multiple times from Texas to our camping spot at 9,000 ft in Colorado and it ran very level and comfortably. We were conscious of storing any extra gear we were bringing over the rear axle of the trailer rather than throwing it in the bedroom (or the truck bed) to keep the weight from over the pin.

I can’t exactly speak to the exact set up but Leatherman’s recommendation to load it up and get it weighed is the best advice and the only way to know exactly where you are with the set up.

Save wieght when ever possible.
Anderson ultimate 5th wheel hitch.
It's about 45 lbs.
My ford bed is a few inches longer and have the same trailer. I do have the factory puck system. This works great for me. It's easy to take in and out.

This post is over a year old. Op likely is all set

 

[David Vaughan]

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.

 

[David Vaughan]

Since I'm new here. It looks like i need guidance. I was trying to respond to Gman1970 which is a current post. I received a reply I was responding to a post over a year old.
What do i need to do different?

 

[Tony_in_AZ]

Since I'm new here. It looks like i need guidance. I was trying to respond to Gman1970 which is a current post. I received a reply I was responding to a post over a year old.
What do i need to do different?

Gman1970 has not logged in since january 2024. It is not a current post. Start new thread on your questions is my suggestion

 

[RV2600RB]

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

 

[Mark_270BN]

So I have a RAM 2500 Cummins 4x4 crew cab 6'4" bed with 5th wheel prep (B&W slider in there) and factory air suspension and tow a '23 270BN.

Truck sticker says payload: 2055lbs.
GAWRs: 6000lbs front; 6040lbs rear

Scaled the setup every which way from Sunday. Loaded to the nuts I came up with a pin weight of 1,280lbs. Total truck weight with me, wife, dog, trailer: 9,925lbs. So yes, under the GVWR (the validity/importance of this is much discussed and debated on this and many other forums.)

I've towed the trailer for 3,500 miles so far up and down mountains in CA/AZ/UT/NV. It works just fine.

Side note that I just discovered: once a "turning point" hitch, always a turning point hitch per Lippert. I want to upgrade / change the pin box out and that is a no-go. B&W doesn't allow for it to be used as a turning point and I never intended to use it as such anyway...just figured I could swap it out later but now know I cannot.

 

[Cary_309]

I have a Reflection 100 28RL which is the 100 series equivalent to what you have and with essentially the same weight specs. I tow with a 2021 Silverado 2500 HD diesel. The tow weight sticker washed off and for some reason, per Chevrolet I can't get a replacement. From what I can find it has a payload of 2,375 lbs but with the LT version (which we have) it's 3,375. I used the lower number to be safe. Like has been suggested, I weighed the trailer in my "travel" mode which was just under 10,000 lbs. I calculated the pin weight to be about 1,600 lbs so using the lower truck payload I have a theoretical capacity of 775. I figured we put no more than 550 lbs in the truck which give us a safety margin of about 225 lbs. All this should be very similar to your setup so you're probably OK but a big difference is that I use an Anderson hitch which weighs 40 lbs while a B&W companion hitch weighs 100 lbs. so you'd have 60 lbs. less capacity. In regard to diesel, per the research I did we should have gotten a gas truck considering our intended usage. However, I have two friends with 5th wheels who convinced me to go with diesel and after 3,000 miles and four western states I have not regretted it even once. Glad you came to the same decision. Good luck on whateve you decide

 

[NB Canada]

I have a Reflection 100 28RL which is the 100 series equivalent to what you have and with essentially the same weight specs. I tow with a 2021 Silverado 2500 HD diesel. The tow weight sticker washed off and for some reason, per Chevrolet I can't get a replacement. From what I can find it has a payload of 2,375 lbs but with the LT version (which we have) it's 3,375. I used the lower number to be safe. Like has been suggested, I weighed the trailer in my "travel" mode which was just under 10,000 lbs. I calculated the pin weight to be about 1,600 lbs so using the lower truck payload I have a theoretical capacity of 775. I figured we put no more than 550 lbs in the truck which give us a safety margin of about 225 lbs. All this should be very similar to your setup so you're probably OK but a big difference is that I use an Anderson hitch which weighs 40 lbs while a B&W companion hitch weighs 100 lbs. so you'd have 60 lbs. less capacity. In regard to diesel, per the research I did we should have gotten a gas truck considering our intended usage. However, I have two friends with 5th wheels who convinced me to go with diesel and after 3,000 miles and four western states I have not regretted it even once. Glad you came to the same decision. Good luck on whateve you decide

Unsure who you are replying to but the OP posted this over a year ago and hasn’t been on the forum since

 

[Wileykid]

Side note that I just discovered: once a "turning point" hitch, always a turning point hitch per Lippert. I want to upgrade / change the pin box out and that is a no-go. B&W doesn't allow for it to be used as a turning point and I never intended to use it as such anyway...just figured I could swap it out later but now know I cannot.

If you wanted, Gen-Y gooseneck has one that will work with the turning point pinbox.