01 Ranger Towing Abilities

[sgtsandman]

Yeah, the stopping part is the most ignored and neglected in towing. What good is the ability to get moving and not burn up the transmission or the engine if you can't stop to keep from hitting something?

My dad learned that lesson the hard way and it almost cost him his life. Nothing like coming to the bottom of a steep hill and the only thing that stops you is a concrete abutment for a bridge ramp on the other side of the T-intersection.

 

[lil_Blue_Ford]

Yeah, the stopping part is the most ignored and neglected in towing. What good is the ability to get moving and not burn up the transmission or the engine if you can't stop to keep from hitting something?

My dad learned that lesson the hard way and it almost cost him his life. Nothing like coming to the bottom of a steep hill and the only thing that stops you is a concrete abutment for a bridge ramp on the other side of the T-intersection.

Which is why I cringe at some of these new truck towing numbers. I know what 6k feels like behind my F-150 and my Ranger. I know what 10k behind my F-350 feels like. Yet a new F-150 can be configured to be rated to haul 12k? *shudders* What genius thought this was a good idea. Most people anymore seem to have enough difficulty driving their vehicle around, much less a trailer that greatly exceeds the weight of the truck.

 

[sgtsandman]

Which is why I cringe at some of these new truck towing numbers. I know what 6k feels like behind my F-150 and my Ranger. I know what 10k behind my F-350 feels like. Yet a new F-150 can be configured to be rated to haul 12k? *shudders* What genius thought this was a good idea. Most people anymore seem to have enough difficulty driving their vehicle around, much less a trailer that greatly exceeds the weight of the truck.

I know that some that have the new Ranger have had a bit of a wild ride while pulling some bigger camping trailers when the wind catches the trailer broad side. The weight of the trailer was fine but the truck wasn't heavy enough to compensate, at least according to the people telling the tale.

 

[rusty ol ranger]

Which is why I cringe at some of these new truck towing numbers. I know what 6k feels like behind my F-150 and my Ranger. I know what 10k behind my F-350 feels like. Yet a new F-150 can be configured to be rated to haul 12k? *shudders* What genius thought this was a good idea. Most people anymore seem to have enough difficulty driving their vehicle around, much less a trailer that greatly exceeds the weight of the truck.

I know that some that have the new Ranger have had a bit of a wild ride while pulling some bigger camping trailers when the wind catches the trailer broad side. The weight of the trailer was fine but the truck wasn't heavy enough to compensate, at least according to the people telling the tale.

There are alot of factors that go inyo safely towing a trailer.

Factors people just dont factor.

I know from experience, my camper i had was about 7000-7200lbs, and 32ft hrom tounge to bumper. Without sway control (which i did have, but for sake to making a point) it was a white knuckle ride even behind my 97 F250. Its a 5400lb truck, its wide, sprung stupid heavy, and is 20ft +/- long. Even WITH sway control and weight bars 62ish mph was about the fastest that felt comfy on the freeway.

Now a new ranger is rated for 7000lb (IIRC). In theory it should be able to handle that same camper. But riding on squishy P rated tires, weak (by comparison) springs, being quite a bit shorter, and narrower track there is absolutly no way, NONE i would of tried pulling that camper down the freeway (or even more then a gravel road for that matter) behind a new ranger.

....and im experienced.

My point is there are people (alot of them) that would go buy something like a new ranger, see the brochure state 7000lb towing, and hitch onto it and not think twice untill the whole thing is on its side across 3 lanes of I75.

The trailer type, hitch style (bumper or gooseneck), brake setup, truck tires, load distribution (a very big one no one seems to think about), length of the trailer, width of the trailer, and last but not least driver abilty are all major players when it comes to towing.

Speaking on weight distribution....this is a big one for me. I almost lost it one day with my 600lb 6x6 amphib on my 700lb trailer towing it with my 08 colorado. I had towed it many times before but i put a pretty empty toolbox on the front of the trailer on the deck. So the 6x6 (with the engine in the back) was back on the trailer llke an extra 2.5 ish feet. I hit the road and wound it up to 50 or so and it started throwing that little colorado around like a ragdoll. That trailer isnt braked, so i hit the clutch and tried to keep it as straight as possible as it slowed down gradually.

Right then i stopped, took the toolbox and threw in the bed, rolled the atv forward and set the cruise at 60 solid as a rock.

 

[Robertmangrum.rm]

Ok new Ranger owner here. I bought the Ranger in 2020. At the time I had 2 800cc SxSs. Each had a dry weight of 1280lbs. I towed them on a 20' dove tail. Trailer and SxSs weighed about 5k all together I figure. Now they are not as big of a sail as a flat side camper. But all and all you would forget they were back there till you looked at fuel milage. I did quickly swap to load E tires. The tires were the only bouncy part. It climbed the mountains in east TN through all the switch backs with no power issues or stability issues. I did install a trailer brake controller before I ever towed them.

 

[rusty ol ranger]

Ok new Ranger owner here. I bought the Ranger in 2020. At the time I had 2 800cc SxSs. Each had a dry weight of 1280lbs. I towed them on a 20' dove tail. Trailer and SxSs weighed about 5k all together I figure. Now they are not as big of a sail as a flat side camper. But all and all you would forget they were back there till you looked at fuel milage. I did quickly swap to load E tires. The tires were the only bouncy part. It climbed the mountains in east TN through all the switch backs with no power issues or stability issues. I did install a trailer brake controller before I ever towed them.

That was kinda my point about trailer type lol.

 

[Robertmangrum.rm]

That was kinda my point about trailer type lol.

I was mainly really addressing the power and stability with weight. I know a camper will add more drag. Catch more side drafts per say. I guess I was comparing to my 4.0 Nissan witch struggled climbing steep grades and swayed quite a bit more with the same load. Which it was only rated 5500lbs. So I was close to it's limit per say. I've really been impressed with the towing capabilities of this little 2.3 eco.

 

[sgtsandman]

Having the extra tow rating is nice and all but to Rusty's points, the vehicle manufacturers went from one extreme to the other.

People are buying to little truck anymore to do the job they want it to do. My neighbor has a pretty big 5th wheel camper that he originally was towing with a 1500 Chevy until it became blantantly obvious it wasn't a big enough truck. Sure, numbers wise, it was up to the task but in reality, isn't. He now has a 2500. Still not enough truck in my opinion. He should have a 3500. I'm not sure if it should be a dually, but it should be a 3500.

Conversely, my 2011 is more capable of towing than what it is rated for. The limitation is the transmission. It should have better axle gearing because of the terrain but the truck itself is able to handle more than what the manual says. All because it's a manual. Sure the manual isn't as stong as the automatic but the limitation shouldn't be so severe. Since manual transmissions aren't so common anymore, they factored in for inexperience to limit their liability.

 

[lil_Blue_Ford]

There are alot of factors that go inyo safely towing a trailer.

Factors people just dont factor.

I know from experience, my camper i had was about 7000-7200lbs, and 32ft hrom tounge to bumper. Without sway control (which i did have, but for sake to making a point) it was a white knuckle ride even behind my 97 F250. Its a 5400lb truck, its wide, sprung stupid heavy, and is 20ft +/- long. Even WITH sway control and weight bars 62ish mph was about the fastest that felt comfy on the freeway.

Now a new ranger is rated for 7000lb (IIRC). In theory it should be able to handle that same camper. But riding on squishy P rated tires, weak (by comparison) springs, being quite a bit shorter, and narrower track there is absolutly no way, NONE i would of tried pulling that camper down the freeway (or even more then a gravel road for that matter) behind a new ranger.

....and im experienced.

My point is there are people (alot of them) that would go buy something like a new ranger, see the brochure state 7000lb towing, and hitch onto it and not think twice untill the whole thing is on its side across 3 lanes of I75.

The trailer type, hitch style (bumper or gooseneck), brake setup, truck tires, load distribution (a very big one no one seems to think about), length of the trailer, width of the trailer, and last but not least driver abilty are all major players when it comes to towing.

Speaking on weight distribution....this is a big one for me. I almost lost it one day with my 600lb 6x6 amphib on my 700lb trailer towing it with my 08 colorado. I had towed it many times before but i put a pretty empty toolbox on the front of the trailer on the deck. So the 6x6 (with the engine in the back) was back on the trailer llke an extra 2.5 ish feet. I hit the road and wound it up to 50 or so and it started throwing that little colorado around like a ragdoll. That trailer isnt braked, so i hit the clutch and tried to keep it as straight as possible as it slowed down gradually.

Right then i stopped, took the toolbox and threw in the bed, rolled the atv forward and set the cruise at 60 solid as a rock.

Honestly, I don’t think people really consider the factors even after putting a 32’ camper sideways across a highway. It’s more of a “I don’t know what happened” attitude it seems anymore. If they didn’t have sway control and weight distribution, they usually run out and buy it because they think they need it or someone told them they need it. I’m fairly firm in my belief that most of the time if you really need that stuff, you need a bigger truck. Usually the problem lies in improper equipment, improper setup, improper loading, improper use, or a combination thereof. Not that you need fancy stuff to cover for your mistakes. I’m also convinced that even small/light trailers should have trailer brakes. Makes a real difference when you get into trouble. Heck, even just regular stopping or downhill that helps keep the load off just the truck brakes.

Something one of my buddies pointed out recently, these “toy hauler” camper trailers, they were designed to always have the weight of the “toy” they were designed to haul in the back for proper weight balance. They are tongue heavy without that weight, over the specs actually. Yet nobody talks about that.

 

[rusty ol ranger]

Honestly, I don’t think people really consider the factors even after putting a 32’ camper sideways across a highway. It’s more of a “I don’t know what happened” attitude it seems anymore. If they didn’t have sway control and weight distribution, they usually run out and buy it because they think they need it or someone told them they need it. I’m fairly firm in my belief that most of the time if you really need that stuff, you need a bigger truck. Usually the problem lies in improper equipment, improper setup, improper loading, improper use, or a combination thereof. Not that you need fancy stuff to cover for your mistakes. I’m also convinced that even small/light trailers should have trailer brakes. Makes a real difference when you get into trouble. Heck, even just regular stopping or downhill that helps keep the load off just the truck brakes.

Something one of my buddies pointed out recently, these “toy hauler” camper trailers, they were designed to always have the weight of the “toy” they were designed to haul in the back for proper weight balance. They are tongue heavy without that weight, over the specs actually. Yet nobody talks about that.

I agree with everything but two of your points...

I dont think needing sway control means you need a bigger truck. Even a 1ton dually can get squirrly with a decent sized camper/enclosed. I do think any camper or other windsail type trailer should be gooseneck/5th wheel over a certain size though.

As far as brakes on little trailers....they can cause issues too. I pulled my buddys little tiny trailer with brakes,..even with my controller turned totally down i flatspotted his tires.

I think a HUGE problem is also people think even with a massive trailer in tow they can still run 75-80, corner normally, etc.

 

[scotts90ranger]

Having the extra tow rating is nice and all but to Rusty's points, the vehicle manufacturers went from one extreme to the other.

People are buying to little truck anymore to do the job they want it to do. My neighbor has a pretty big 5th wheel camper that he originally was towing with a 1500 Chevy until it became blantantly obvious it wasn't a big enough truck. Sure, numbers wise, it was up to the task but in reality, isn't. He now has a 2500. Still not enough truck in my opinion. He should have a 3500. I'm not sure if it should be a dually, but it should be a 3500.

Conversely, my 2011 is more capable of towing than what it is rated for. The limitation is the transmission. It should have better axle gearing because of the terrain but the truck itself is able to handle more than what the manual says. All because it's a manual. Sure the manual isn't as stong as the automatic but the limitation shouldn't be so severe. Since manual transmissions aren't so common anymore, they factored in for inexperience to limit their liability.

The only difference on 2500 and 3500 assuming both single rear wheel is rear leaf springs, they have the same frame, same axle just like one less leaf spring in the pack... In the OBS Ford's the only difference was the rear leaf springs as well, don't think the 250's had the overloads on top... dually got you a Dana 80 instead of a 10.25

On Rusty's point, not sure how a 4x2 F250 gasser is 2000lb less than a 4x4 crew cab diesel but dang... My F350 is 7300ish pounds

 

[rusty ol ranger]

The only difference on 2500 and 3500 assuming both single rear wheel is rear leaf springs, they have the same frame, same axle just like one less leaf spring in the pack... In the OBS Ford's the only difference was the rear leaf springs as well, don't think the 250's had the overloads on top... dually got you a Dana 80 instead of a 10.25

On Rusty's point, not sure how a 4x2 F250 gasser is 2000lb less than a 4x4 crew cab diesel but dang... My F350 is 7300ish pounds

My F250 HD has overloads.

The F250 LD didnt. (under 8800GVW)

Yep...its 5400#. Unless the farm scale was wrong. That was with 1/4 tank in both tanks.

Shocked me too. My 77 was 5600lbs...on same scale, my ranger was 2700.

 

[rusty ol ranger]

Having the extra tow rating is nice and all but to Rusty's points, the vehicle manufacturers went from one extreme to the other.

People are buying to little truck anymore to do the job they want it to do. My neighbor has a pretty big 5th wheel camper that he originally was towing with a 1500 Chevy until it became blantantly obvious it wasn't a big enough truck. Sure, numbers wise, it was up to the task but in reality, isn't. He now has a 2500. Still not enough truck in my opinion. He should have a 3500. I'm not sure if it should be a dually, but it should be a 3500.

Conversely, my 2011 is more capable of towing than what it is rated for. The limitation is the transmission. It should have better axle gearing because of the terrain but the truck itself is able to handle more than what the manual says. All because it's a manual. Sure the manual isn't as stong as the automatic but the limitation shouldn't be so severe. Since manual transmissions aren't so common anymore, they factored in for inexperience to limit their liability.

I didnt see this post first time.

Ever since the standardized towing tests came out alot of vehicles went up. Case in point...my GC was rated in 2011 (pre testing, first year of my body style) at 5000lbs. After testing(2012), 6200lbs. Both those years had the 5speed auto, mines got the 8 so that wasnt the difference. It stayed 6200 for the V6 4wd thru atleast 2022

If you look at old brochures and stuff, it wasnt untill really the 80's ford atleast started using actual tow ratings. They listed the needed equipment for 1000-2000lb towing, 2000-4000lb towing, 4000-6500lb, and 6500 to 10k. It didnt say which truck (or car) would handle what.

I always heard the manuals were rated lower so ford didnt have to replace clutches under warranty. Even the old bulldog 4's were rated lower, which is odd cause id think one of those would eaisly be on par with a C6 for ability.

But yes, it seems after the standard testing ratings went up alot...which says two things to me....the older trucks were grossly underated and the newer trucks have probably close to zero margin of safety for overloading

 

[Curious Hound]

My F250 HD has overloads.

The F250 LD didnt. (under 8800GVW)

Yep...its 5400#. Unless the farm scale was wrong. That was with 1/4 tank in both tanks.

Shocked me too. My 77 was 5600lbs...on same scale, my ranger was 2700.

Just to give a little more data to the mix, my 2002 F250 superduty has helper springs. I haven't had it weighed. But Google says curb weight is between 5870 and 6484 lbs. Being a crew cab and long bed, I'll bet on it being toward the high side of those numbers.

 

[Lefty]

If you find yourself wanting to stop faster, consider installing slotted cross drilled rotors on your front brakes. It certainly helps.