I have followed towing for a while but recently came across some interesting developments in the effort to unify vehicle tow rating standards.

"The problem, for as long as truck manufacturers have been promoting their tow ratings, comes when a customer wants to compare tow ratings. Without a standardized method of determining a number, with strictly defined terms and conditions, those advertised numbers effectively degenerate into which truck maker is more likely to take on the most risk when promoting the highest towing capacity. Clearly, that didn't necessarily mean any or all of those manufacturers were lying about their tow ratings, but without an apples-to-apples set of procedures for testing, truck engineers could simply make up whatever number their own specific procedures would allow them to comfortably (and sometimes not so comfortably) justify to a legal department."
http://news.pickuptrucks.com/2012/06...for-j2807.html

First talked about in 2007, http://www.pickuptrucks.com/html/sto...ing/page1.html
with standards agreed upon in 2009 for 2013 implemetation; http://news.pickuptrucks.com/2009/12...explained.html

SAE J2807 standards explained - http://www.automobilemag.com/feature...t/viewall.html
There are five engineering characteristics that strongly influence any tow vehicle's performance:
•The engine's power and torque characteristics.
•The powertrain's cooling capacity.
•The durability of the powertrain and chassis.
•Handling characteristics during cornering and braking
maneuvers.
•The structural characteristics of the vehicle's hitch attachment area.
--Cliffs notes as to the biggest game changers are
1. "One major change from past practice is what the SAE committee defines as Tow Vehicle Trailering Weight (TVTW). Unlike the past, a driver, a passenger, optional equipment purchased by at least one third of the customer base, and hitch equipment are now included in this calculation along with the base weight of the tow vehicle. Raising the TVTW figure automatically lowers the maximum permissible GCWR and TWR figures."
Compared to Ford's 2013 criteria - "Maximum Loaded Trailer Weight assumes a towing vehicle with any mandatory options, no cargo, tongue load of 10-15% (conventional trailer) or king pin weight of 15-25% (5th-wheel trailer) and driver only (150 pounds)
2. Second was a 20% pin weight where before auto makers used a number of 15-17%

Toyota stepped up to the plate in 2011
GM released their numbers for 2013 but then withdrew.
http://news.pickuptrucks.com/2012/05...m-pickups.html
http://www.gmc.com/sierra-2500hd-pic...ndard_box.html
http://www.gmc.com/sierra-3500hd-pic...abilities.html

Dodge was ready to release but has since balked given Ford's flat denial "Ford's earlier statements that the automaker will not implement the J2807 standards on its full lineup of pickup trucks until its all-new models come to market, which is not likely to be anytime soon."
http://news.pickuptrucks.com/2012/06...ent-j2807.html

http://news.pickuptrucks.com/2012/07...for-years.html

I was reminded of the latest HD showdown where the big three one tons duked it out. Equal trailers totaling 19,400# plus 5 men yeilding a GCVW over 28,000#. They put these heavy hitters through a battery of towing challenges.
http://special-reports.pickuptrucks....roduction.html

GM was declared the "winner" but looking back all three exceeded the J2807 standard by a good margin.
They all had solid power. The most interesting differences were Ford's notably better city braking from 40-0 in 142' vs 163', credit given to Fords better ABS braking system. While GM was the clear winner in decent braking and control with the Duramax/Allision combo to the point one tester commented on Ford's white knuckle feeling.

What strikes me is not the heaviest one ton dually hitters which I dont think the J2807 will have much effect but in the more popular (and lucrative) 1500, 2500 and SUV catagories.
Segments where more corners are cut in making that buck and more boasting is seen for average Joe consumer.
GM demonstrated how significant that cut can be "The largest drop in tow ratings came in selected 2500 models with 5th-wheel and gooseneck hitches. For example, a two-wheel-drive regular-cab long bed with the Duramax diesel and 3.73:1 axle was rated at 17,800 pounds using a 5th-wheel hitch. For 2013, the rating drops to 14,400 pounds. A four-wheel-drive Extended Cab long bed with the diesel and a 3.73:1 axle saw its rating drop from 15,700 pounds to 10,900 pounds."

I suspect the standard is one reason Dodge rolled out air bags standard on their new 2013 release.
Toyota has been criticized for "sand bagging" on thier ratings in some tests when actually they are following J2807.


It will be interesting to see if the Auto makers eat crow on prior claims, go back to the drawing board to make changes or just abandon any claim to J2807.
At least the independent test community will have a uniform testing procedure...........

Nice post, thanks!

Good read, found out about honesty and advertising. Some were a lot closer to the new standards than others boast about, and some will not even release spec's. Now the question is how the insurance companies will want compliance.

Hmmm didn't read but what is the new SAE rating on the dodge that claims so much?

GREAT post.

Thanks

Uncle Dave

Dodge never released when Ford chickened out.
I think it was a poor marketing move to for GM and Dodge to not release. They could have stepped to the table in addition to Toyota and Nissian.
Ford would have been left looking doubly bad with a completely over rated, under performing product. Instead they let ford sneak out the back door til it can retool.

We get a little hung up on the big trucks but this standard is to be applied for ALL vehicles.
There very well could be bigger gaps in the small truck and SUV sectors.

This was an interesting read....
http://www.trucktrend.com/features/c...y/viewall.html

They point out the now significant differentiation between the 1500 as a "light duty" focused more on fuel economy while the HD 2500 and 3500 are intended at true tow vehicles.
"That data showed that well over 90 percent of light-duty truck customers were happy and satisfied with their current tow ratings, well over 80 percent tow less than a 6000-pound trailer, and an overwhelming majority were looking for improved fuel economy. We took that to heart. To improve tow ratings, you're going to add weight and cooling drag, both of which reduce fuel economy, so we didn't think that made sense.

The weak 5k rated stock hitch on all mfg 1500 starts to make more sense with this statistic.