On Mon, 28 Nov 2011 18:22:14 -0500, Wayne.B wrote:

On Mon, 28 Nov 2011 15:45:03 -0500, iBoaterer wrote:

In article ,
says...

On Mon, 28 Nov 2011 15:03:07 -0500, Wayne.B wrote:

On Mon, 28 Nov 2011 14:54:23 -0500, John H
wrote:

Dualies are fuel hogs, and don't add that much to towing capacity.

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Perhaps, but it seems intuitive that they would add to stability,
braking and tongue weight capability. Why else would people buy
them?

You made me get out the book. The K3500 regular cab with single rear wheels can pull a max trailer
weight of 15,400 lbs. With dual rear wheels the max weight is 16,500 lbs.

Personally, I don't think the extra 1100 lbs is worth it, but if you've got a trailer weighing that
much, then the dually becomes necessary.

For 9000 lbs, I wouldn't even think about it.

I think he's talking about a 9,000 lb boat plus fuel, water, supplies
and trailer weight. I'd guess something more like 13,000 or 14,000
lbs going down the road.


The issue is tongue weight, a dually will certainly be able to handle
more tongue weight.

===

You'd think, and all of that extra rubber on the road has got to make
a contribution to stabilty and braking. You've also got the safety
issue with redundant rear tires. If it was me, I'd get a crew cab
dualie.

I'm thinking the extra rubber adds to the breaking, but that it's included in the calculations of
max towing capacity.

The frame of the truck remains the same. The tongue weight should be 10-15% of the trailer weight up
to a max, for the 2500HD or 3500HD, of 750 lbs. With a weight distributing hitch, that goes up 1500
lbs. The book makes no distinction for hitch weight changes with regard to duallys.

For fifth wheel trailers, the kingpin weight should be 15-25% of the trailer weight, up to the max
trailer weight as I mentioned earlier (15,400 or 16,500).

All of this is for a 2009 model Silverado.