what is to long or to heavy for a SRW

[papermakermd]

We are thinking of moving up to a fifth wheel and are considering the 337RLS. I realize a move to a diesel will be necessary. I do not want a dually under any circumstance. I know this is a loaded question so please only answer with your experience with what you are using or have used. We are currently towing a 297 RSTS which is about 34 ft.

 

[Jerryr]

We have a 337RLS being towed by a 2020 Ford F-350:SRW Lariat Diesel Crew Cab Short Bed. The limiting weight is Payload. The truck is a highly optioned Lariat except it doesn’t have sun roof.

Payload is about 3500 lbs. I’ve had 3 F350s and current special ordered 2020 F-350 has a payload of 3484 lbs. my others 2017 & 2019 were 3500 lbs and 3523 lbs. neither had a sunroof.

Here are real world weights
2,800 lbs pin weight loaded for travel
450 lbs = 2 adults plus dog and parrot in cabin
37 lbs Andersen Ultimate 5th wheel hitch
71 lbs Backflip F1 bed cover
50 lbs misc stuff in truck bed (bedrug, safety cones etc)
————-
3,408 lbs so we are just under payload capacity.

The Andersen hitch at 37 lbs is 200 lbs lighter than most other 5th wheel hitches. We love the Andersen.

I installed disc brakes on the reflection which was a huge improvement in stopping power.

 

[papermakermd]

We have a 337RLS being towed by a 2020 Ford F-350:SRW Lariat Diesel Crew Cab Short Bed. The limiting weight is Payload. The truck is a highly optioned Lariat except it doesn’t have sun roof.

Payload is about 3500 lbs. I’ve had 3 F350s and current special ordered 2020 F-350 has a payload of 3484 lbs. my others 2017 & 2019 were 3500 lbs and 3523 lbs. neither had a sunroof.

Here are real world weights
2,800 lbs pin weight loaded for travel
450 lbs = 2 adults plus dog and parrot in cabin
37 lbs Andersen Ultimate 5th wheel hitch
71 lbs Backflip F1 bed cover
50 lbs misc stuff in truck bed (bedrug, safety cones etc)
————-
3,408 lbs so we are just under payload capacity.

The Andersen hitch at 37 lbs is 200 lbs lighter than most other 5th wheel hitches. We love the Andersen.

I installed disc brakes on the reflection which was a huge improvement in stopping power.

Have you always used the short bed. If not did you see any difference between SB or LB

 

[gdjlrv]

Have you always used the short bed. If not did you see any difference between SB or LB

I have a 2020 350 Lariat 6.7 Diesel long bed SRW and the cargo capacity is 4,541 lbs.

 

[papermakermd]

Thanks! I know you get more payload with the LB. I won't need that much payload. I'm more concerned about how the SB handles length versus LB.

 

[gdjlrv]

Thanks! I know you get more payload with the LB. I won't need that much payload. I'm more concerned about how the SB handles length versus LB.

I had a F150 sb and now my 350 lb. I didn’t notice a huge difference between the two. The 350 has a larger turning radius but I’ve been happy with the handling of the long bed.


Sent from my iPhone using Tapatalk

 

[papermakermd]

Thanks! for the info. I appreciate your input.

 

[Overtaxed]

14,000 lbs max? You'll be legal unless you load really strange with a new 350 class truck. Diesel eats up payload, but I'd be surprised if you get over 3K on the pin with that trailer.

I know you said you don't want a DRW, but, even though a SRW, in your case, I think will be "legal", a DRW will unquestionably do it better. If you're not going to tow a ton, or you really can't own a DRW, I get it. But having now owned a 450 for about a year, I've had exactly 0 situations over that year where the DRW was a problem outside of not being able to use automated car washes and drive thrus. I've even parked it in an airport garage a few times, you need to pick your spot, of course, but it does fit. Honestly, the length is harder than the width, but the length helps a lot with towing stability. It's all about compromises.

 

[Second Chance]

Let me start out by saying it's not about length - it's about weight and especially pin weight for the trailer and true payload capacity for the truck.

We spent our first 4-1/2 years full-time in a Reflection 337. We started out with a GMC Sierra 2500HD CC SB with the Duramax/Allison power train. The Reflection never scaled with less than 3,000 lbs. on the pin (no washer/dryer but did have the front AC). It usually came in around 3,100 lbs. pin weight. This is with full propane but nothing in any of the waste tanks (the fresh water tank is over the rear axle on the 337, so it doesn't really affect pin weight). We were never more than 60 lbs. over the sticker payload on the truck and still had rear axle and tire capacity to spare (several hundred pounds). With Timbrens on the truck and a dampened pin box, the rig handled very well... most of the time. On curvy mountain roads there was an "on-the-edge" feeling to the handling and stability. When we were presented with the opportunity to trade even for a dual rear wheel 1-ton truck of equal value, we jumped on it. There is a noticeable difference and I'm no longer worried about what would happen if I had a rear tire failure on the truck at highway speed. It also gave us the additional payload capacity to move up to our Solitude when the time came.

Rob

 

[BigSwick]

I wouldn't rule out the new 7.3 gas motor. It will tow it with no problem and give you more payload capacity. My F250 with the 6.2 gas motor has over 3900 pounds carrying capacity.

 

[CWSWine]

I wouldn't rule out the new 7.3 gas motor. It will tow it with no problem and give you more payload capacity. My F250 with the 6.2 gas motor has over 3900 pounds carrying capacity.

I have check probably check dozen gas heavy duty 250/2500 trucks on Ford and Ram lots and have not seen any near 3900 pounds on the yellow door tag. I seen those kind of numbers on the website but not in real life.

 

[papermakermd]

14,000 lbs max? You'll be legal unless you load really strange with a new 350 class truck. Diesel eats up payload, but I'd be surprised if you get over 3K on the pin with that trailer.

I know you said you don't want a DRW, but, even though a SRW, in your case, I think will be "legal", a DRW will unquestionably do it better. If you're not going to tow a ton, or you really can't own a DRW, I get it. But having now owned a 450 for about a year, I've had exactly 0 situations over that year where the DRW was a problem outside of not being able to use automated car washes and drive thrus. I've even parked it in an airport garage a few times, you need to pick your spot, of course, but it does fit. Honestly, the length is harder than the width, but the length helps a lot with towing stability. It's all about compromises.

Thanks! Overtaxed but I will not go with a DRW under any circumstance. I'm not fulltime and only use my trailer to head South in the winter for four months. My truck will be more of a daily driver. I should have stated some of this earlier. I have looked at some other trailers and may go as heavy as 16500 but will stay under 40 ft.. I have had some people tell me that I only need a dually if the fifth wheel goes north of 20000lbs.. There are many people here where I'm at this winter with SRW and DRW all towing more than I intend to tow.

 

[papermakermd]

Thanks! BigSwick but I'm looking to buy used. I have thought about a 250 or 2500. I'm driving a 2500HD gasser now with 2870 payload and know I now need a diesel. Live and learn. This was going to be our last trailer though. HaHA! I bet that 7.3L is a beast and would be cheaper than a diesel but a little out of my price range with buying a fifth wheel too. I still feel the Eco Boost engine on my F150 could out pull many 250 or 2500 if you could put it on a truck with the payload capacity.

 

[papermakermd]

Thanks! for all the good info. This gives me a lot to think about. I know I have to keep Pin Weight down and find payload at around 4000lbs. I'm not looking to buy new so this should be interesting.

 

[Calbar]

Thanks! for all the good info. This gives me a lot to think about. I know I have to keep Pin Weight down and find payload at around 4000lbs. I'm not looking to buy new so this should be interesting.

Good luck. This is why I went 3500 diesel when I replaced the Tundra. I have 3850 payload so I should be good for a nice sized 5th wheel if/when the time comes.

Rob

 

[papermakermd]

Good luck. This is why I went 3500 diesel when I replaced the Tundra. I have 3850 payload so I should be good for a nice sized 5th wheel if/when the time comes.

Rob

with
I may go look at the new 7.3l Ford and check the payload. I saw one new with everything I would want for less than a used diesel with 40000or 50000 miles on it.

 

[JM0397]

I just went through the same process for the same reason.
Check out the 2020-2021 GMC/Chevy 3500s.
First in class upgrade to the 10-speed Allison transmission and beefed up frame. Max capacity at 21k lbs and 5th tongue weight around 5k lbs.
They are beasts and can handle about as much load as the couple year old dualies.
We had our first pull yesterday and the Chevy 3500 HD pulled the 310 like a dream. I must have said to my wife a dozen times how impressive it handled and pulled. Granted that’s dry weight of an empty rig, but it felt like pulling a kiddy wagon!

 

[BigSwick]

I have check probably check dozen gas heavy duty 250/2500 trucks on Ford and Ram lots and have not seen any near 3900 pounds on the yellow door tag. I seen those kind of numbers on the website but not in real life.

FYI- above is on an F250. The more options you have, the less carrying capacity. This includes diesel and 4WD
To the OP- on Ford longbed you get a bigger gas tank as well. Wish I would have went long

 

[Santa61]

We are thinking of moving up to a fifth wheel and are considering the 337RLS. I realize a move to a diesel will be necessary. I do not want a dually under any circumstance. I know this is a loaded question so please only answer with your experience with what you are using or have used. We are currently towing a 297 RSTS which is about 34 ft.

As you can see from my signature specifications below we have a 337RLS and our tow vehicle is a short bed, SRW, RAM 3500. Bottom line, we are thrilled with this combination.

I will leave all the numbers up to those who have already posted and answer based on our driving and handling experience.

We live in CO and have covered all of the state with the exception of the Dinosaur, Northwest part of the state. We have driven beyond CO many times but I do believe the roads of CO give any tow vehicle and rig a run for their money. In driving over all the mountain passes we have no issues pulling our rig and managing our rig down 4 - 6 degree downslopes. The 6.7L Cummins is a power horse. The downhill grade management is superb having a 6 speed transmission combined with the engine brake. Additionally I never feel as if I am not in control of the rig.

The short bed does require attention. I do not have a slider hitch therefore I give close attention to any tight turning left or right. My 337RLS does not completely clear the cab thus I get about an 80 degree turn. In fairness there are times that I had long bed envy but the envy only comes from having to make sharp turns and my having to be very cautious about the cab rear corners. A slider hitch, I believe, would remedy this.

Finally, like you, my RAM is a daily driver and I did not want to deal with a long bed and I wanted to park the truck in our garage. Length was an issue.

Hope this is of use.

 

[TravelingRam]

We pull a 303RLS with a RAM 3500 Longhorn SRW using the Anderson hitch much like Jerryr. We boondock meaning fresh water tank is full alot of the time when moving. I believe my payload is around 3400 pounds but for sure more then I need for the 303.