cemiii

It seems both Chevy and Ford put a class V-5 Hitch on many heavy duty trucks. It also seems from the load capacities (typically 5000,500tw) that these are more akin to standard Class III hitch capacities.

Does anyone know the difference? Why would they do something so obviously confusing to so many?

JJR

Ive noticed that alot of the class V-5 hitches can carry a considerable amount of weight if you use a weight distribution hitch bar. I have a class V-5 and Its 10,000/900tw and with distribution its 12,000/1500tw.

rdollie

I think the question is the use of the words, 'heavy duty.' If by this term you mean 3/4 ton and up then typically these have tow capapcities closer to 10,000 lbs, not 5,000. However you said, "load capacities" so I wonder if you may have mixed up payload and towing numbers?

dadriva

I just went through this mess with a 2008 F250 diesel.

This is what I learned for my situation. The hitch IS a class V - 5 hitch so long as you use a weight distributing setup. I could use the factory hitch and tow a max of 12,500lbs as long as it was weight distruibuting. If it were to be used in a load carrying (like 99% of all boat trailers are) then my max towing capacity changed / decreased to 6500lbs which is more akin to class III - 3 numbers you cite.

I did not want any trouble so I yanked the factory hitch and installed a Reese Titan class V hitch with 18k weight distributing and 18k load carrying. (not that I plan to tow 18k but now I can at least use my truck at the max of 12.5 k and have a nice buffer)

'Hope that helps a bit. I DO think that it is sh!tty that these manufacturers put a hitch with a capacity that is LESS capable than the truck forcing me to spend even more $$$ to use the truck for what I inteded it.

Garett

I also think marketing comes into play here. Every truck manufacture is basically competing with the next manufacture. In doing so they use the bullshit baffles the brains marketing approach. They make claims of this that and the other thing, but for the really smart people, they can see through the smoke and mirrors. It's all about the fudging of numbers to present a given truck to look better than the rest.....it’s a vicious cycle that all the manufactures play.

Here’s the daddy of them all. A given truck will say they can carry X amount of load. Slide in the bed truck campers say they weigh X amount of pounds, but add the two together and DOT will have a problem with the gross vehicle weight with standard registration licencing. So it is Both the truck manufacturing and the camper manufactures are fudging the numbers.

__________________

cemiii

I've done a little more research on V-5 and it appears this is some type of testing protocol and aparently has nothing to do with weight capacities....very confusing and not explained well at all anywhere I can find. But there are hitches in all weight classes that seem to carry the "V-5" labeling.

I suspect many of us are going to be doing what dadriva did. But then it seems a 2 1/2" receiver is better, requiring a bigger ball hitch, and 2 5/16 ball are pretty much required and then it no longer fits the 2" coupler. It may be a bunch cheaper just to get a weight distributing system. I see Reese has some new entries with sway control that says they work well with surge couplers.

dreamin-on

From the U-Haul website and a few others V-5 is simply a testing standard and not a class of hitch.

"V-5 A minimum testing/rating system of trailer hitches established by the Trailer Hitch Manufacturers Association."


Either way I don't get it either. My new F-150 tongue weight capacities are as follows:
-500# dead weight
-1,050 weight distributing

What is the basis for the 500lbs? Physical limitations of the bolts that secure it to the trailer frame? Tensile strength of the steel? The fact that the sticker also says 1,050lbs WD confuses the heck out of me.

Could it be that they(the truck manufacturer) don't want you driving down the highway with a dead weight tow of more than 500lbs at 70mph with without a weight distributing hitch for libility and safety implications?

Attached Images

 

__________________
Positive anything is better than negative thinking.

cemiii

Thanks dreamin-on, as suspected. Interesting to note that you have the exact same weight ratings on your F150 that they put on my 250 SD diesel with beefed up springs and extra duty shocks, go figure, and it seems niether one of us are all too happy about it.

mike343

Here's a couple of results when I looked for a good definition of hitch ratings.
Class 3

Trailer hitch with capacity of up to 5000# gross and 500# tongue weight. Also sometimes refers to a hitch with a 2" receiver regardless of rating.
Class 4

Trailer hitch with capacity of up to 10000# gross trailer weight and 1000-1400# tongue weight. Although many times any hitch with a capacity greater than 5000# gross weight is referred to as a Class 4.
Class 5

Any Trailer hitch with capacity greater than 10000# gross trailer weight and 1000-1200# tongue weight. Usually a 2.5" receiver or in some special cases a 2" receiver.
Clip

.
Class III Hitches

Class III hitches can handle up to 5,000 lbs. GTW and 500 lbs. tongue weight. This type of hitch generally has a 2-inch rectangular receiver and is considered the "standard" type of hitch for general towing. Most of our class III hitches are designed specifically for your vehicle. There are also some universal-fit class III trailer hitches available.
Class IV Hitches

Class IV hitches are for up to 10,000 lbs. GTW and 1,000 to 1,200 lbs. of tongue weight. This type of hitch is usually a weight-distributing hitch. We carry many fine class IV hitches that are designed specifically for your vehicle.
Class V Hitches

Class V hitches are for extra heavy loads greater than 10,000 lbs. GTW and more than 1,200 lbs. tongue weight. This type of hitch is usually a weight-distributing hitch. This type of hitch may have up to a 2-1/2 inch receiver with a 3/4-inch pinhole. Typical uses might be to tow a car trailer, horse trailer or unusually large
_______________________________________________
It seems that the definitions are not too precise.


The real problem with small trucks is that no matter how robust the hitch is, the suspension systems can't take unlimited dead weight tongue loads. If you put 1000# of tongue weight on a Suburban e.g., you'll put about 1300# on the truck rear axle (and take 300# of the front). That probably puts the rear axle near or over its rated limit and doesn't allow for the additional loads of more passengers and gear. Who goes boating alone and without gear in the truck. Anyway, the truck manufacturers seem to want to limit dead weight to 500#. I suppose that's OK for my tahoe but can't understand not going up a little for 3/4 ton Burbs--unless they worry about nine passengers.


. If you want to tow more than 5000# the solution is to ignore the truck suppliers recommendations (10-15% tongue weight) based on their unwillingness to distinguish between boat and travel trailers and follow those of BOAT TRAILER and SURGE ACTUATOR suppliers--5-10%. The if you are towing 7000#. a tongue weight of 490# (7%) is within the actual physical limits.



More to follow, I suppose

__________________
Mike