Bought a new trailer. Wondering if I made a mistake

[Blueonblue]

So I have a 2023 XLT Powerboost Max tow long bed. 157.5 WB I think. Gross is 7350. Payload is 1553.

Picked up a 27' sandsport toy hauler. Dry weight 7100. Tongue 1100. I have a 1700# sxs I want to take from southern California ( San Bernardino area) to Dumont dunes. That's the heaviest the trailer will be. Likely full of water for going up cajon pass then empty fuel and water on the way down the hill.

I'm not at all worried about towing the trailer without the sxs in it as I believe I bought the right truck for that. Ford chart tells me my max trailer weight is 12300 lbs. I'm sort of hoping the sxs in the toy hauler will lighten up the tongue weight a little bit as the engine will be behind the axle. Of the toy hauler. A 12500# WD hitch will be used.

Anyone towing near this load with a PB? Ive seen some guys towing 32' trailers no problem through windy mountains. Just wanted to see if anyone was tugging a toy hauler with one of these trucks yet.

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[Blueonblue]

I want to add to this. I am an IT contractor working in LA so parking a super duty to deliver a small box really isn't an option for me. Diesel is also $6+/gal in California so I went with a PB with as much payload as I could without sacrificing too much comfort.

 

[HammaMan]

I'd load it up and take to the scales to make sure you've got it all properly balanced / tongue weight, etc... before actually waiting until trip day. I assume the motor is in the rear of the SxS? I'd back it in personally and check your weights. You don't want a heavy tail end as that gives the trailer more authority over the truck. A good way to visualize where to place mass is to draw triangles using the axle as the base, the rear center as the point for the back triangle, and the same thing for the front trailer axle to the hitch. The more forward the mass while maintaining balance, the better. The PB is a heavy truck -- yours comes in just under 5800lbs empty. It's much better tow vehicle than any of the other trims as it's got its additional mass in the right spot, down low.

The trailer is a lever and the axles are the pivot point. I personally favor spread axles vs the tandem shared suspension. It's harder on the trailer tires around town, but it's a much more stable platform at speed. When you visualize the mass understanding where you want it, do as much as possible to get it within those zones. I don't expect you to have any issue pulling your setup, you're going to be right about the 150% margin trailer mass to vehicle mass which is what I consider to be 'good'.

Be sure to strap that SxS down -- the more the suspension is put under load, the less impact it has in secondary movement effects like wag. Even better if you have upper tie points to prevent it from rocking about. Doesn't even need to be real tight, just held in place. I do however strongly suggest making a few mock journeys on with it so there's no surprises day-of.

 

[EricR]

Toy haulers are often made tongue heavy to accommodate the weight of toys. And yes, adding the SxS in the back of your trailer will shift weight to the rear and help with the payload issue.

The big question is will it shift too much weight to the rear and leave you dangerously susceptible to trailer sway?

Only the numbers for your exact setup can say for sure.

ISTM, a Sherline tongue weight scale, plus a trip to a CAT scale is in order. I know of no other way to really know what your trailer's tongue weight is - and if it is within 10-15% of your trailer's loaded weight.

The visit to the CAT Scale should be fully loaded and ready to go down the road - as if you are headingout on your trip.

That means both the truck and trailer - with water, gear, cooler & food, SxS & gas cans, people, etc. , etc.

Sure it's a fair bit of work and hassle.

But it's better than this:

 

[DT444T]

through windy mountains.

I just want to know if the mountains are windy, meaning the air is blowing with excessive velocity, or if they are windy meaning the road changes directions a lot.

 

[Blueonblue]

But it's better than this:

Yea screw that. I'll drop off toys at camp and make a 2nd trip for water before I come anywhere close to that. As far as I can tell this truck is an absolute towing monster. It's more physics I'm worried about. You can all all the hitch and fancy sway control in the world. Shit still happens. I'd prefer it not happen to me.

 

[HammaMan]

Yea screw that. I'll drop off toys at camp and make a 2nd trip for water before I come anywhere close to that. As far as I can tell this truck is an absolute towing monster. It's more physics I'm worried about. You can all all the hitch and fancy sway control in the world. Shit still happens. I'd prefer it not happen to me.

That guy posts somewhere. He basically said he didn't pay attention and drifted and failed to do any mitigation. If a bad sway gets induced, the easiest variable to change at that speed is to nail the gas if flat, grab the TRAILER brakes if down hill, and keep the wheel straight. All too often people think they can counter steer out of it like driving in slick conditions and only exacerbate the problem. Had he done that we wouldn't have seen that vid. That also wasn't a toy hauler while also being a short-cab wheelbase (119").

As mentioned toy haulers are often configured in a way where the tongue is balanced once the toys are in. Load it up, go to the scale to check your weights / balance, then go to some short-haul towing. Get a feel for it -- that's really universal advice, not special to your case. If you can strap the roll bar to the side of the trailer to prevent the suspension on the sxs from exacerbating oscillations, that's just smart to do. Wind is always a factor no matter the vehicle. You're in CA, I'm sure you've seen the semi trailers blown over.

 

[Blueonblue]

If you can strap the roll bar to the side of the trailer to prevent the suspension on the sxs from exacerbating oscillations, that's just smart to do. Wind is always a factor no matter the vehicle. You're in CA, I'm sure you've seen the semi trailers blown over.

That's solid advice as I was going to use wheel straps. Also out cajon pass and palm springs is kind of notorious for semis being blown over. Seen lots of them. I just really don't want to be that guy. I'm feeling really confident in the 157" wheel base. I tow a 12 foot utility trailer with the sxs on it and this truck makes short work of it. Super stable. I know it's not really comparable but I can tell this truck has some heft. I think I'll make a video towing it all and post a link here to other PB owners to see. I spent all last mofht learning how weight distribution hitches work and will likely spend hours In my driveway perfecting my rig before we hit the road.

Thanks!

 

[Samson16]

I just want to know if the mountains are windy, meaning the air is blowing with excessive velocity, or if they are windy meaning the road changes directions a lot.

I just want to know if the mountains are windy, meaning the air is blowing with excessive velocity, or if they are windy meaning the road changes directions a lot.

I was going to say that "winding" is more correct than "windy", but then I read your signature: [Lariat is pronounced "Lariat" and not "Lariat"] and realized you don't need my help with funny lol

 

[amschind]

How good are your truck brakes? How good are your trailer brakes? Towing numbers don't go that far into telling your how your truck will feel. Dead calm on flat ground going 60 with 200 yards minimum to the vehicle in front of you, you could probably tow 16k lbs and feel fine. Going downhill in the dark with 50 yards to the next vehicle on a windy mountain road, you would feel AND be lucky to survive the ordeal. Toy haulers have a lot of lateral surface area, AKA a giant sail, and the F150 is a lot physically smaller than a Superduty. This is a major benefit of the F150 and why they are so much more popular, but in the instant that your trailer takes charge of your truck, the Superduty is way better. Good trailer brakes can save you there, but you need to be ready to react quickly. If you don't react fast enough, you may RAPIDLY find yourself, your truck and your trailer in a non-standard orientation relative to the Earth.

 

[Blueonblue]

Just wanted to update this. Loaded out the trailer with the sxs, gas, water food and I was at 9,486 lbs according to the CAT scale. I'm about 2,000 lbs away from my gross weight. After a few hours of adjusting my hitch it sits level and drives really nice actually. Fuel Mileage up the cajon pass was 4.5 mpg. Note it's a 6% grade for 12 miles. She was drinking gas but I'm fine with that. Makes sense to me. Average I got about 10.5 mpg. Plenty of pulling power. Held 60 mph like nothing.

Coming down the engine breaking was a lot better than I expected. Sitting in 3-4 gear was the ticket. Light foot on the brakes at times to engage the Regen braking and that's all it needed. Trailer brakes are brand new and I changed the hubs out to oil bath bearings. No brake smell nothing when I stopped at the bottom of the pass. I would guess mt weight coming home was around 9100 as I was out of water and fuel.

Overall the Powerboost is a home run in my book. When it's set up right it can be a real safe and powerful rig. I get the "go buy a dually lariat" guys argument. Lots of idiots out there. But I'd you set it all up right and drive within the margins, 55-60 mph. Youre fine. I would hesitate to tow a 10k lb trailer with this truck as long as it's set up in my comfort zone with good brakes.

 

[Samson16]

Congrats on the safe and successful trip! Thanks for the update as well

 

[{tpc}]

Thanks for the update!! What did your tongue weight turn out to be? In my opinion, payload is the hardest thing to figure out, so I always strive for more, or to carry less in the back of the truck, so that I stay within the numbers.

Always seem silly to me driving a truck with an empty bed while pulling the trailer, and I know it would be fine loading the bed up, but maybe push a little closer to the limit than I would like. I'd rather be well within.

As for that trailer sway video, I've see many like that. I've never encountered that much sway, but at the times I have, I have no problem correcting the situation, which pretty much means...slow down. I watch those videos though and I don't understand how they get out of control. Its not like it starts off that way. A little wiggle here or then, then a little more, then a lot more, then disaster. Seems to me plenty of time to react to the situation properly, but I guess these people don't know how to do that?

 

[Blueonblue]

I don't no the tongue weight for sure as the smart hitch app in my truck is broken. I just bounces all over the place and doesn't give me an accurate reading. Also if I switch to the on board scales, I'm well in the green. I don't know if that means anything. Tongue weight of my trailer empty is 1007 lbs with a toy in the back I expect it to be a little bit less than that as toy haulers are kind of designed tongue heavy.

If you spend a good amount of time adjusting your weight distribution hitch the truck actually handles the load really well. I will say though that my truck was handpicked by Ford fleet services with the exact specs that I wanted. My payload numbers seem to be a little higher than all the others I see here So that may be the reason I had such a pleasant experience.

I just wanted to say if you do it right, these trucks are well capable of towing 10,000 lbs safely and effectively.

 

[Samson16]

I don't no the tongue weight for sure as the smart hitch app in my truck is broken. I just bounces all over the place and doesn't give me an accurate reading. Also if I switch to the on board scales, I'm well in the green. I don't know if that means anything. Tongue weight of my trailer empty is 1007 lbs with a toy in the back I expect it to be a little bit less than that as toy haulers are kind of designed tongue heavy.

If you spend a good amount of time adjusting your weight distribution hitch the truck actually handles the load really well. I will say though that my truck was handpicked by Ford fleet services with the exact specs that I wanted. My payload numbers seem to be a little higher than all the others I see here So that may be the reason I had such a pleasant experience.

I just wanted to say if you do it right, these trucks are well capable of towing 10,000 lbs safely and effectively.

Payload is important for PB owners because it's our limiting factor generally. Most can tow 11,000lbs. plus which is more than I would ever want to tow with a half-ton pickup, but PB's are heavy and even with the #7350 GVWR package the payload max is very reachable.

You posted this: "So I have a 2023 XLT Powerboost Max tow long bed. 157.5 WB I think. Gross is 7350. Payload is 1553.". I have a '22 XLT PB with the Tow Technology Package, #7350 GVWR, 145" WB. Sport pkg. 20" wheels, and my payload is #1624lbs.( Take that Ford Fleet Services ) So, 700lb. tongue wt. 450lb. for me and the crew and what we bring inside the cab. 150lb for the hitch, the tonneau cover, mud flaps, wheel well liners, and BedRug. That leaves 324lb or so for gear in the bed and wiggle room so I don't act like an idiot when my wife wants to buy something along the way lol. [1624-700-450-150=324]. My towing capacity is 11,300lbs., and I'll be towing roughly 7,000lbs., so 4,300lbs. below max but I'll only have 324lbs. of payload capacity left. We hit our payload limit way before our max tow limit during real world applications.

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