Best truck for towing, and why?

[Yucatan2]

We are planning to purchase a truck this month and were set on a diesel Ram 2500, as we see so many using this truck, and test drove a nice one last week with the new 12 inch Nav. Screen and lots of bells and whistles....but it felt rather “truck like” in the ride. Yesterday we test drove a GMC Durango 2500HD, a Chevy Silverado High Country 2500, and a Ford F250 (didn’t like that one so much.) The Chevy and GMC both had a more comfortable ride...I couldn’t believe how smooth and quiet the Chevy was. We have owned a Silverado in the past that had the usual Chevy electrical problems (lights going out). At this point we are towing a 5000 pound travel trailer, but anticipate moving into a fifth wheel in the coming years, so want to have enough truck for that. Only the two of us, so won’t be buying an especially long fifth either.

Appreciate input from your experiences and knowledge.....thank you!

 

[Kevin D Pem]

3/4 ton up will feel truck like. If it doesn't there will be lots of squat when hauling. The rest is brand preference. I like strong transmissions because I feel that is the weak link in a tow vehicle. For me that would have me leaning toward the GM branded vehicle with Allison trans unless I was going standard trans. In that case it would be the Cummings engine option. That by the way is why you see a lot of RAMs pulling RVs.

 

[Lunge motorsport]

I'm new to this forum but have spent many years towing different types of trailers using different tow vehicle configurations. Additionally, I thoroughly research exactly this same topic regularly. So I have an opinion that I will offer for your consideration.
To start with, trucks are just that, they're trucks. They are designed to carry and pull, if you want a capable one then you must concede the notion that it should ride as a passenger car. Some heavy duty trucks may feel smoother but at the least should be rated to carry/pull the heaviest load you anticipate. If you anticipate a 5th wheel is in your future a diesel engine 3/4 ton is a poor choice that you will regret when you do the actual number crunching as far as payload capacity. The reason for this is that the diesel engine and transmission combination are significantly heavier that a gas engine/transmission and that will reduce the payload of that truck to a number that will not, per the manufacturers rated spec, carry what you have, especially a truck with with all the bells and whistles. For example, my 2013 GMC 2500 SLE gas engine truck has a rated payload of around 3000lb. That same truck with the diesel engine/trans combo is rated around 2300lb. The 700lb difference will take the diesel out of consideration, if you want to be safe and legal. These numbers are different for every truck depending on equipment level, numbers from a manufacturers website are not accurate except for a bare bones work truck. You MUST read the sticker in the door jamb that has the actual payload available for that particular truck. With my 10,300lb Cougar 30' 5th wheel and all the gear I will carry in the bed (hitch, tools, wood, barbeque, spare propane, gas for genny, passengers, pin weight of the trailer, and all other items), I weigh in at just under my max rating of 9200lbs. I have also performed many significant performance modifications to make the truck/trailer work better under max load but I do not think that these mods increase my payload. Any tow vehicle with a door sticker payload under 3000lb will be overloaded when you load and equip it for a 5th wheel, in my opinion.
Does my gas 6.0 perform well with this heavy of a load you ask...in short, yes. But on the steepest inclines the transmission will drop into a lower gear raising the RPM's to upwards of 5000 while I try to maintain highway speed. As a former amateur road racer rev's don't scare me and the 6.0 GM powerplant is designed for this. Those same hills would not be a problem with any modern diesel engine. My mileage from new has averaged an even 12.0 and I would say that 70% of those miles are towing, heavy.
I hope that this helps
Cheers

 

[Lunge motorsport]

Here is what you should look for in a truck you are considering

 

[TJ&LadyDi]

I'm new to this forum but have spent many years towing different types of trailers using different tow vehicle configurations. Additionally, I thoroughly research exactly this same topic regularly. So I have an opinion that I will offer for your consideration.
To start with, trucks are just that, they're trucks. They are designed to carry and pull, if you want a capable one then you must concede the notion that it should ride as a passenger car. Some heavy duty trucks may feel smoother but at the least should be rated to carry/pull the heaviest load you anticipate. If you anticipate a 5th wheel is in your future a diesel engine 3/4 ton is a poor choice that you will regret when you do the actual number crunching as far as payload capacity. The reason for this is that the diesel engine and transmission combination are significantly heavier that a gas engine/transmission and that will reduce the payload of that truck to a number that will not, per the manufacturers rated spec, carry what you have, especially a truck with with all the bells and whistles. For example, my 2013 GMC 2500 SLE gas engine truck has a rated payload of around 3000lb. That same truck with the diesel engine/trans combo is rated around 2300lb. The 700lb difference will take the diesel out of consideration, if you want to be safe and legal. These numbers are different for every truck depending on equipment level, numbers from a manufacturers website are not accurate except for a bare bones work truck. You MUST read the sticker in the door jamb that has the actual payload available for that particular truck. With my 10,300lb Cougar 30' 5th wheel and all the gear I will carry in the bed (hitch, tools, wood, barbeque, spare propane, gas for genny, passengers, pin weight of the trailer, and all other items), I weigh in at just under my max rating of 9200lbs. I have also performed many significant performance modifications to make the truck/trailer work better under max load but I do not think that these mods increase my payload. Any tow vehicle with a door sticker payload under 3000lb will be overloaded when you load and equip it for a 5th wheel, in my opinion.
Does my gas 6.0 perform well with this heavy of a load you ask...in short, yes. But on the steepest inclines the transmission will drop into a lower gear raising the RPM's to upwards of 5000 while I try to maintain highway speed. As a former amateur road racer rev's don't scare me and the 6.0 GM powerplant is designed for this. Those same hills would not be a problem with any modern diesel engine. My mileage from new has averaged an even 12.0 and I would say that 70% of those miles are towing, heavy.
I hope that this helps
Cheers

I agree with most of your analysis...except...for the diesel part. While I do agree that the extra weight of a Diesel engine/transmission will reduce your towing capacity a bit, if you are close enough to the maximum towing capacity for that to make a difference, you need a one-ton diesel truck.

In the past, we towed a sizable 5th wheel with our 2001 Ford F-350 diesel and stayed well below the rated GCVWR. We had no difficulty maintaining highway speed in our travels throughout the Mountain west; crossing the Continental Divide in the Rockies at up to 8K feet numerous times with no difficulty. A gas-engined 3/4-ton truck would still be parked alongside the road under those co/nditons.

TJ

 

[Chargerman]

I have owned all three. By far my current GMC has been the most reliable. I have the 6.0 also. An average 12.0 mileage with 70% towing is not accurate. Not even close. Average empty with a 4x4 crew cab is 12 with 50% highway driving. Whenever I tow, whether a 4 horse gooseneck horse trailer or a loaded car trailer I get 8-9 mpg average. Maybe 10 on highway only with rather flat terrain. The 2014 Ram I had was the best fit out truck I have ever had. It had far better fit and finish and “luxury” appointments than my GMC. Current GMC is an SLT and the Ram was a Longhorn. Had a couple warranty issues with the Ram but I loved that truck. The Duramax/Allison power train is the best I’ve owned. Amazing power and the engine/transmission was a perfect marriage. Unfortunately, the Ford I owned was the absolute worst experience I’ve had. Major problems and will never purchase another one. Certainly mine was more problematic than most and I understand that any brand can have a problem child but my experience totally soured me on Ford.
Best of luck with whatever choice you make!!

 

[Lunge motorsport]

I agree with most of your analysis...except...for the diesel part. While I do agree that the extra weight of a Diesel engine/transmission will reduce your towing capacity a bit, if you are close enough to the maximum towing capacity for that to make a difference, you need a one-ton diesel truck.

In the past, we towed a sizable 5th wheel with our 2001 Ford F-350 diesel and stayed well below the rated GCVWR. We had no difficulty maintaining highway speed in our travels throughout the Mountain west; crossing the Continental Divide in the Rockies at up to 8K feet numerous times with no difficulty. A gas-engined 3/4-ton truck would still be parked alongside the road under those co/nditons.

TJ

TJ...Perhaps my post was not written well or clear enough if that is your take away. I did not state that a diesel will reduce the towing capacity of a given truck, my comments are entirely based on ''payload'' as that is the critical number when the intended or potential use will be for a 5th wheel. 5th wheel trailers typically put 20-25% of the coaches total weight on the pin which loads the bed of the tow vehicle., travel trailers put 10-15% of the coach's weight on a ball mount at the bumper. A 10k 5th wheel may add up to 2500lb of weight without considering any of the other heavy items associated with a trailer, thereby reducing the payload capacity to a number unsupportable by a 3/4 ton truck. GCWR does not consider payload in that calculation, GVWR does however. My point is that if a diesel is the intended power plant, a 3/4 ton truck is not the platform. Note the photo in my 2nd post was the factory ''payload'' sticker, your comment about a 1 ton truck reinforced my statement.
As for your other comment about gas still being parked on the side of the road...I have towed through the northern and southern Rockie's and over the Continental Divide, the Cascade's and Siskiyou's, the high Sierra's and many other ranges at altitudes over 10k without any hiccups in my 6.0 gas GMC. This rig has approx 400lb ft of torque and a 6 speed transmission, my 1993 F250 7.3 diesel had 360 lb ft of torque with a junk 4 speed, this truck was not rated as high in "payload''as the gas GMC. My 2007 F350 had about 570 lb ft of torque but was a single rear wheel and the payload was similar to the gas GMC, but it was a 1 ton, perfectly suitable for the lighter 5th wheel I currently own.
Cheers

 

[Lunge motorsport]

Chargerman...
I would not make the comment that your stated mileage is inaccurate as I don't know the particulars of your drive style, potential aftermarket modifications or any factors relative to your mileage numbers. My GMC will achieve 17 mpg on the highway unloaded and will average 9.5-10 pulling the 5th wheel on a 5k trip that has unloaded highway miles as well. I have never reset the overall mpg number in the DIC since new and hand calc's indicate that it is fairly accurate. Sorry for your numbers though...

 

[TJ&LadyDi]

TJ...Perhaps my post was not written well or clear enough if that is your take away. I did not state that a diesel will reduce the towing capacity of a given truck, my comments are entirely based on ''payload'' as that is the critical number when the intended or potential use will be for a 5th wheel. 5th wheel trailers typically put 20-25% of the coaches total weight on the pin which loads the bed of the tow vehicle., travel trailers put 10-15% of the coach's weight on a ball mount at the bumper. A 10k 5th wheel may add up to 2500lb of weight without considering any of the other heavy items associated with a trailer, thereby reducing the payload capacity to a number unsupportable by a 3/4 ton truck. GCWR does not consider payload in that calculation, GVWR does however. My point is that if a diesel is the intended power plant, a 3/4 ton truck is not the platform. Note the photo in my 2nd post was the factory ''payload'' sticker, your comment about a 1 ton truck reinforced my statement.
As for your other comment about gas still being parked on the side of the road...I have towed through the northern and southern Rockie's and over the Continental Divide, the Cascade's and Siskiyou's, the high Sierra's and many other ranges at altitudes over 10k without any hiccups in my 6.0 gas GMC. This rig has approx 400lb ft of torque and a 6 speed transmission, my 1993 F250 7.3 diesel had 360 lb ft of torque with a junk 4 speed, this truck was not rated as high in "payload''as the gas GMC. My 2007 F350 had about 570 lb ft of torque but was a single rear wheel and the payload was similar to the gas GMC, but it was a 1 ton, perfectly suitable for the lighter 5th wheel I currently own.
Cheers

No, it was likely my post was not clearly written. I was just trying to communicate that if you are near the rated towing capacity of a 3/4-ton truck, you should probably think about upgrading to a one-ton. The general rule is to stay within 80% of rated towing capacity. And, that diesel will provide more torque per engine size than gas. That's all I was trying to communicate...and, I didn't do a very good job of doing that.

TJ

 

[Chargerman]

Chargerman...
I would not make the comment that your stated mileage is inaccurate as I don't know the particulars of your drive style, potential aftermarket modifications or any factors relative to your mileage numbers. My GMC will achieve 17 mpg on the highway unloaded and will average 9.5-10 pulling the 5th wheel on a 5k trip that has unloaded highway miles as well. I have never reset the overall mpg number in the DIC since new and hand calc's indicate that it is fairly accurate. Sorry for your numbers though...

My truck will also achieve somewhere close to 17mph empty if I don’t go over 65 on level terrain and a wind at my back but average “reality” overall highway mileage empty is more like 15.3. 8-10 mpg towing is what one should expect towing with 10 being a stretch. Not at all trying to be argumentative, just trying to give folks who may have interest in a similar truck an accurate representation of what they should expect. Overall I am extremely happy with my GM truck. My only wish is that they would put similar high quality materials and conveniences that RAM has done such a fantastic job with when fitting out there highly level trim package trucks. Here are a few of my points. Rear seat heating, front seat cooling, under rear floor storage, under rear seat storage, interior lighting, rear seat heating/cooling control, door panel material selection, lighting and quality.

 

[Lunge motorsport]

TJ and Chargerman...

I think that we are pretty much in agreement in our comments here, let me see if I have this correct. Diesels...far more powerful and efficient power plant, not suitable for heavily loaded 3/4 ton trucks due to payload considerations. GMC 6.0 gas...Solid and bullet proof although thirsty. Not nearly the same power as a diesel but allows for a higher payload given the same configuration. Far less maintenance than a current diesel though if you consider DPF and related components, fuel filters, water and algae in the fuel, I'm sure there is more but that's enough for me. Ram interiors are very nice I agree.
Now that I have no payments and have my GMC equipped for heavy towing I'm very hesitant to make a change, compared to today's high end trucks it is spartan but utilitarian. Unless there is catastrophic failure I will be keeping this truck, but...My newest dream truck would be an F 450 with the 10 bolt wheels and huge brakes and the 1000 lb ft diesel power plant. Now that's a truck!
Cheers

 

[Lunge motorsport]

BTW, TJ
My father ''Blackie'' was an original W6 dating back to the 1930's, my brother owns that call now.

 

[Chargerman]

Agree on all points. My GMC already has 110k but in mint condition. I’m with you on keeping it. I usually trade at 100k but will hang in a bit considering the fit out costs for the gooseneck and hardware to flat tow it behind my MH. I’m hoping to have fewer horses in a few years and therefore no longer need a 3/4 ton. Currently my next truck will be a Ram 1/2 ton with the diesel (for mileage) with the Longhorn package and the split tailgate. Who knows what it will be when I’m ready to replace the current truck. Maybe get real crazy and consider electric.

 

[Yucatan2]

TJ...Perhaps my post was not written well or clear enough if that is your take away. I did not state that a diesel will reduce the towing capacity of a given truck, my comments are entirely based on ''payload'' as that is the critical number when the intended or potential use will be for a 5th wheel. 5th wheel trailers typically put 20-25% of the coaches total weight on the pin which loads the bed of the tow vehicle., travel trailers put 10-15% of the coach's weight on a ball mount at the bumper. A 10k 5th wheel may add up to 2500lb of weight without considering any of the other heavy items associated with a trailer, thereby reducing the payload capacity to a number unsupportable by a 3/4 ton truck. GCWR does not consider payload in that calculation, GVWR does however. My point is that if a diesel is the intended power plant, a 3/4 ton truck is not the platform. Note the photo in my 2nd post was the factory ''payload'' sticker, your comment about a 1 ton truck reinforced my statement.
As for your other comment about gas still being parked on the side of the road...I have towed through the northern and southern Rockie's and over the Continental Divide, the Cascade's and Siskiyou's, the high Sierra's and many other ranges at altitudes over 10k without any hiccups in my 6.0 gas GMC. This rig has approx 400lb ft of torque and a 6 speed transmission, my 1993 F250 7.3 diesel had 360 lb ft of torque with a junk 4 speed, this truck was not rated as high in "payload''as the gas GMC. My 2007 F350 had about 570 lb ft of torque but was a single rear wheel and the payload was similar to the gas GMC, but it was a 1 ton, perfectly suitable for the lighter 5th wheel I currently own.
Cheers

Thank you for your expertise.....I will pay more attention to these items as I do my shopping.

 

[Ejacob]

Well I have a 2019 2500 ram diesel crew and pull a montana 305rl. It pulls great added air ride
Think maybe there is alot of ford Chevrolet lovers. They are all good trucks! Buy what you like
Trucks are made to work.

 

[Calsun]

A diesel engine increases the truck's towing capacity and this is easy to verify in minutes. Yes the engine is heavier but that affects the front wheels and has a negligible impact on payload capacity at the rear axle. Even with a 5th wheel travel trailer the most that is going to be carried at the rear wheels is 4,000 lbs.
With a gas engine a truck is going to get 6-9 mpg pulling a 12,000 lb trailer but the same truck with the diesel engine is going to get 11-13 mpg and this makes a big difference in driving range on a tank of fuel. The diesel engine has an exhaust brake and when working properly they make for much more comfortable driving on downgrades with a heavy load or a heavy trailer.
Lots of opinions get posted by people with no real world experience which is most unfortunate.
Diesels cost twice as puch to operate but if pulling a trailer that weighs more than 10,000 lbs the cost is worth it many times over. Try to safely accelerate to 65 mph to merge with traffic while towing a heavy trailer and if you have a diesel engine in the truck you will soon appreciate its value.

 

[druidcat]

I drive a 2017 Ram 3500 DWR Cummins 6.7 diesel pulling a 2013 DRV Suites 38 foot. This is 14000lb with 3800 pin weight I average 9.5 mpg combined towing this rig and could not be happier. I really appreciate the exhaust brake and the Cummins in the mountains. I tried it with a Ford F250 diesel but just not enough truck for the big DRV. You cannot get enough payload the a 3/4 ton truck to load a big 5th wheel. Just too much pin weight for the tires and axle. My opinion get the most truck you can as it will be less costly in the long run. Most buy a RV and always want bigger and better

 

[FL-JOE]

I agree with druidcat. When we began full timing it was in a 3 year old Montana fiver (3800RL). I had a F350 with the 6.7 diesel but it was SRW and a short bed. I weighed twice a year hooked up and loaded and was always at the top limit. To me it was just a constant worry.

This time around when we were going back to a fiver I went with another F350 but instead of a short bed SRW I went with the long bed DRW and max payload package. I'll never need to have over 6,000 pounds of payload in my bed but it is a great feeling to know I can go that high. My current 44' loaded fiver doesn't even squat this beast.

My advise would be to figure out what truck would get the job done and then jump up to the next one with a higher payload.

 

[sanda]

3/4 ton up will feel truck like. If it doesn't there will be lots of squat when hauling. The rest is brand preference. I like strong transmissions because I feel that is the weak link in a tow vehicle. For me that would have me leaning toward the GM branded vehicle with Allison trans unless I was going standard trans. In that case it would be the Cummings engine option. That by the way is why you see a lot of RAMs pulling RVs.

You lose towing capacity with the newer standards over the automatics. Also in this day and age there are many who cant drive a standard.

 

[Rosy]

I realize I'm resurrecting an old thread but wanted to share my thoughts for anyone else who's considering a heavy duty truck for towing.

I wouldn't even consider a 2500 unless I really needed the improved maneuverability of the shorter wheelbase afforded by the smaller cab and standard (6.5 ft) box. A 3500 costs ~$1500-2000 more and rides the same but I believe most of them are only available with the longer wheelbase (157" or longer vs 145").
Also, be aware that a diesel 2500 may not have any more payload than a 1500 as the increase in GVWR is essentially offset by the increased weight of the engine. That's not to say that the 2500 won't tow better but you could jump up to a HD truck and still not technically be within its capacity.

I'm partial to the GM trucks as they have independent front suspension, which makes them ride smoother and eliminates the death wobble that Ford Super Duties are prone to.

Be aware that the 6.4 Hemi gas engine in the Ram 2500 has cylinder deactivation, which is supposedly good for fuel economy but is not so good for reliability.

I would only buy a diesel if I was working it hard and often. Modern diesels do not like short trips in the city/stop and go, especially unloaded. Don't plan to use one for commuting unless you want to do lots of exhaust system regens.

Also, sorry if this repeats some stuff that was covered previously.