- First Name
- Ben
- Joined
- Jul 25, 2020
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- 2010 Kia Borrego, 2012 Chevy Cruze, 2022 Bronco
- Your Bronco Model
- Big Bend
I am lucky and thankful to have been granted access to the actual SAE J2807 document instead of bits and pieces like in the past. The document appears clear about standard trailers to be used, then throws in an Appendix with exemplars that do not at all conform to the standard trailers in the body. It is unfortunately still a little confusing.They test using standard trailers with each one required specific tongue lengths, tires, number of axels, and most importantly minimum frontal square footage. Unfortunately they're pretty discrete. 3500lb (30ft2) -> 3850lb (31ft2) -> 5000lb (40ft2).
Why the weird separation? My guess is a couple OEMs had 31ft2 trailers and when the standard was created it allowed them to certify at the lower the ballast 3500lbs OR make use of the extra 1 sq. ft and certify to 3850lbs without having to buy all new trailers.
Like you said though, it looks at first glance like 3850lbs is an option. My initial question remains then, in what was it that was actually tested? Did they only test with a 3500lb trailer and add ballast to the tow vehicle until it failed one of the tests? Did they even try with a 5000lb trailer and WDH on a Class III receiver? Did they assume that Sasquatch has 33% penetration and use vehicles with that package, but not without?
I still go back to the facts that the published GCWRs are the same between 2- and 4-door for each, and they are generally very high relative to the tow cap given. Typically GCWR = curb weight + 300lbs + tow cap, and tow cap isn't always one of the discrete numbers given in those tables in SAE J2807. It just doesn't add up, and I just wish that Ford would be straight with us on what they did to get those numbers.
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