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jimlongley wrote:

strider67 wrote:

jimlongley wrote: And then there was the time I bumped the brake controller and activated the inertial weight and the trailer's tires chirped about 6 times, THAT was a surprise at 65 in downtown OKC trying to merge into traffic.

jim, I need to hear the "and the time where nothing happened and everything went perfectly fine..."

Yeah, but those times aren't near as memorable.

jmra wrote: The only way you could do it with the CrewMax cab would be to mount the hitch to the rear of the axle which would greatly affect towing capacity and handling. Would work fine with any of the other cabs in the tundra but not the CrewMax.

cb1000rider wrote: ...high quality brake controller is a must - know what you want to buy before you go in and ask, otherwise you'll get sold what they carry.

anygunanywhere wrote:Why not buy a real truck?

BLG wrote:

MasterOfNone wrote:Am I the only one who read the topic and wondered "What the heck is a 3 HP engine going to do in a Tundra?"

No. But you & I are the only ones willing to admit it.

talltex wrote:

jmra wrote:The Crew Max cab tundra will not accommodate a goose neck hitch. The bed is too short. I've seen a lot of cab corners crushed with 6.5 ft beds. The bed on the Crew Max is around 5 ft.

That can happen even on a 8 ft. bed...just easier to to do on a short bed. The most common indicator of someone pulling a gooseneck is the "bowed out" tailgate...lol

talltex wrote: Just to be sure I looked up the trailer to check on the weight, because 3000lb sounded light even for aluminum, given the size. Their brochure lists the trailer weight for the #8541 from 4600 to 5400 lb depending on options such as width and height and doors, so you should still be within the weight rating (which are conservative), but might have to unload the trophies every every month or two

jimlongley wrote:

The Annoyed Man wrote:
I still have an electronic brake controller on my Pathfinder and haven't used it in a long time, but it does take some getting used to.

And then there was the time I bumped the brake controller and activated the inertial weight and the trailer's tires chirped about 6 times, THAT was a surprise at 65 in downtown OKC trying to merge into traffic.

jimlongley wrote: And be prepared to experience some surprises when the brakes activate until you get them fine tuned.

Pawpaw wrote:It sounds like you've got it all worked out. Now you need a brake controller on your pickup to activate the electric brakes on the trailer.

Carry-a-Kimber wrote:All you need to know.

talltex wrote: The GCWR uses the "curb weights" , which includes the weight of fuel, fluids, rated cargo and full passenger occupancy. The TWR of 9,000 lb is the maximum weight of the loaded trailer it is rated to handle....in other words, the truck by itself, with 6 people and full fuel tank, weighs about 6,300 lbs, so subtract that weight from the total combined weight rating of 15,300lb and you get a maximum trailer weight of 9000lb. loaded.

"According to Featherlite's brochure (you can download it in Acrobat format here: http://www.featherlitemfg.com/brochures.cfm" onclick="window.open(this.href);return false; ) The maximum axel weight of the 3 and 4 horse gooseneck model # 8541 is 5200 lbs - x2 for a max trailer weight (loaded) of 10,400 lbs.

Given that, I would imagine that 3,000 lbs wouldn't be too far off the mark for the trailer empty. Add 3 average sized horses (3 x 1200 lbs, or 3600lbs) and a few hunderd pounds for tack and feed and the whole rig not including the truck would be around 7,000 lbs.

You could call a dealer, I get the feeling that the actual wieght of any specific trailer would depend heavily on the amount and type of options you got on it."