I've spent the better part of the day researching my 03 5.9's towing capacity (7k, 3.92 Axel, towing package with tranny cooler and all that jazz). It is still tricky to interpret how much trailer I can pull. So I'm interested to know what you all have towed weight wise. I'm looking at a Toy Hauler in the 5k lb dry weight range.
Thanks!

 

Exactly in the middle of New Mexico. These two (three) have been tagging along with each other for 14 years. Trailer+Jeep weight is about 5600 lbs. When I moved from Poughkeepsie, NY to Albuquerque, NM in 2011, I towed the setup 2041 miles with the Jeep hard top on and it full of personal things. I'd guess it weighed more like 6400 lbs then. Tow rating for my D is 7300. [Same PR4 paint code on '93 Jeep and '01 D.]

I should say, when I did that cross country ride, the D had maybe 90,000 miles on it. A year+ after the trek, and more towing the setup at 9,000 feet in CO, the trans died. I had it rebuilt with high end torque converter and kevlar bands and it's better than new now.

 

What kind of cost did you have on the tranny replacement? Do it yourself or shop?

 

Another question, did you install airbags for the suspension? Anyone feel they are necessary or will a weight distribution hitch handle that?

 

I've been on a distribution hitch since the 2nd tow in 2001, no problem. My trans cost doesn't matter, since you can only pick cost/shops/prices from whats available to you and factor in your personal wallet.

 

I've got a 5.9, tow pkg and 3.92 diff. I've only towed up to about 4000, and it towed that with no problems. I wouldn't hesitate to tow more. I also installed Firestone sport-rite air bags. Not just for towing. They are worth every penny. Better stance in towing and all around use. Headlights better aimed with stuff in the back, and a big improvement in handling.

One thing that is frequently overlooked when judging tow capacity: you have to consider tongue weight, too. If you want to tow a 7000 pound trailer, then you need to have it loaded so that the tongue weighs at least 700 pounds (10-15% is what's often quoted) so that the trailer will track with stability. This 700 pounds of tongue weight becomes a chassis load on the tow vehicle. When you start adding passengers and gear for your trip, that tongue weight adds in, too, and you can easily exceed your chassis load rating even without coming near to your tow rating.

Just something to keep in mind.

 

I went with the equalizing hitch over air bags so some of the tongue weight goes to the front tires. If you use the hitches adjustment to get it to ride level, you know you have even weight distribution front and rear. I'd only consider air bags if the extra weight making it sag was actually inside the vehicle, meaning no other options to level it.

 

Don, how did it feel towing that heavy load up and down hills? Did it feel strong, or were you creeping up hills at 35 giving it all she had? How about stopping, ever feel like it was too much to stop (although trailer brakes should make that a moot point i would think).

 

Yes, stopping is not a problem at all with trailer brakes and a good controller.

You can't hide from two things, physics says it takes more work to make 11,000 lbs go uphill, and the power curve does exist. To me, towing is never a time to use cruise control, so I'm always slower up a hill and faster down the other side.

If the hill is steep (like going from say 6,500' Durango CO to 9,300' Silverton in 50 twisty miles), I'm the leader of the parade (not WOT though, just keeping RPMs in a decent range), but there is never a thought of not making it or stressing things too much. I did add a B&M finned AL trans pan, which has a easy to use threaded hole for my added temp gauge. On most interstate roads I'm usually +/-10 MPH of the limit, without concern. I could go faster up interstate hills, have plenty of room in the throttle, but fuel costs are not zero and I'm rarely in a rush.

I also do have the motor pumped up a tad, Fastman 52mm TB, Magnaflow 3" exhaust, old Hypertec PowerProgrammer III, and an aftermarket air intake to the TB.