asilverblazer

Sorry, I must have misread something in the topic regarding how your loaded weights were in relation to their weight capacity. I gather then you are aware of adding/removing washer to the hitch head for additional adjustment if needed? Like others, I tend to lean towards adjusting the weight distributing hitch rather than the airbags. I think it will add another variable to getting everything adjusted well. Not impossible, but more time spent at the scale adjusting the hitch setup and the airbags. FWIW: On vehicles equipped with Automatic Level Control, like my wife's Yukon, It is recommended to let the vehicle level prior to adjusting the hitch. In other words, Inflate the bags to your desired level, then adjust the hitch.

Thanks for your thoughts and the excellent discussion.

Simplest explanation so far regarding what the result of subjecting the components to a certain temperature over a period of time. Highlights the importance of understanding what temperatures you might be subjecting the components to based on what you are doing. If you are towing at the maximum weights, or otherwise subjecting the vehicle to a high load (via grade, weight, aerodynamic drag, temperature, etc.) it may require adapting the driving for those conditions.

I appreciate the additional discussion points, "The tow rating IMO isn't a lie technically and it can do it but not without thermals increasing beyond safe limits and the J2807 test sadly doesn't test against. My Personal experience towing 7,000lbs @ 70MPH for about 3 hours was too much for it. The temperatures on the tranny were easily hitting 230/240F" "That being said I can tow 5,000k all day long and temperatures stay in check." What was the terrain and ambient temperature like? I ask because the J2807 is supposed to be done at fairly high ambient temperature on a steep grade. Going out on a limb here to expect this but but here goes... Presumably, GM would monitor the fluid temperatures during the J2807 testing for at least their own knowledge, I would expect the transmission temperature to easily reach the temperature you report during the test. If so, I guess this discussion quickly becomes what is a safe temperature for the fluid to reach before what? Are they expecting cool down periods when coasting down the other side of the hill. It's not hard to imagine a scenario out there where the TCC is open longer than the test, and it's potentially hotter than J2807 requires, did GM put in a margin to account for it, or are the scenarios and probabilities becoming so rare or unlikely that they decided the risk isn't that great. "I also assume the OEMs will do just enough to cover reliability enough were it won't come back and be a PR nightmare and something attorneys can easily smash. Those of us that tow over 5,000lbs is far and in between so even if it does fail its not going to make much noise." I don't want to agree but I think its the sad reality, that a cost/benefit/risk was conducted... Leading to "common sense" when operating the vehicle regardless of what you are towing, over what terrain, at what temperatures, is to monitor the vehicle and take remedial action if something is amiss. To your point, the chances of that happening "when the tow rating is cut in half" are much lower. I would say that if I am towing maximum weight and encounter an increased transmission fluid temperature and decide to slow down, pull over, etc. that isn't necessarily a failure or inability to to do it, in the same way that if I experience swaying, I would slow down or increased braking distances I would brake sooner. So that I understand your position better when you say "when the tow rating is cut in half" you are basing that off your experience "tow 5,000k all day long and temperatures stay in check;" this gives me the impression this weight is at a point where you are comfortable not needing to monitor the transmission temperature (which I would also agree with). You then mention a 2500 diesel, would you cut its tow rating in half or determine an amount that you can operate the vehicle at all day with out concern for monitoring the transmission temperature? Also something neither of us are particularly discussing but should not be ignored is the type of trailer. A 10000lb steel ingot on a lowboy utility trailer is a vastly different towing experience than a 5000lb travel trailer. The OP is talking about a travel trailer and based on that wind drag plays a significant role, cross winds and head winds should not be ignored (goes back to above, it may require a lower speed...)

No one mentioned adding another washer(s) to the hitch head. This would add a bit more weight transfer, this would help balance the sag between the front and rear. This should have been done first since the rear axle is overloaded anyways indicating more weight needed to go to the front.

I wasn't particularly directing my comment to you. My facetious comments happened to align to your formula, regardless, I'll engage in a friendly debate with you anyways. The J2807 test, which I am familiar with, is the industry accepted standard, and arguably is based on worst case scenarios. I'd further argue that J2807 is designed to approximate the infinite amount of variables in "real world testing with long distance or long duration travel". From the manufacturers point of view, there is no way they would build millions of these trucks rated at a certain weight without some degree of confidence that those vehicles will be able to accommodate that weight otherwise risking significant costs in warranty repairs. You have unequivocally stated that the truck cannot tow its maximum rating extended distances without failure. I guess that is technically true, no vehicle can run forever without a failure. So I assume you have some data points in mind. What do you consider "extended distance"? You have also specifically claimed the TCC as the failure point. You used the term "multiple" to describe the quantity of failures of the TCC that are directly attributable to "extended distances at max tow rating." What data are you referencing? What percentage is that fail rate of the total trucks built? What percentage is that fail rate of trucks that tow at maximum rate 100% of the time? Also, specifically, that the failure of the TCC is a direct result of the towed weight for a specified distance that is defined as extended. I understand you forming an opinion that towing at half capacity may prolong the life of some component on your vehicle based on anecdotal evidence. By this reasoning, "the truck CAN NOT successfully" brake without wearing out the brake pads. Obviously, that doesn't make any sense. That's why ratings exist, so that we aren't applying arbitrary ratings that aren't backed up by facts and data. General Motors has access to failure rates of parts, operating conditions, costs, etc. that none of us have. Using that data along with specific tests such as the J2807 they have determined that the vehicle CAN successfully tow extended distances at max tow rating without doing damage. This is verified by their own publications: the owners manual has numerous guidelines about towing, none of them specify specific maximum distance at the already established maximum weight. Granted that "without damage" has to acknowledge that there is a failure rate of parts that will never be escaped. Again, these are machines that are not perfect, will encounter defects, flaws, assembly errors, etc. I'm not arguing that your TCC failure may have happened as a result of towing at the maximum weight for an extended period of time. But it cannot be guaranteed that it would not have happened at the 50% tow rating you have chosen either. To answer the original question, "would you feel comfortable towing in a setup like this with a weight distribution and sway control hitch or is this too much trailer for my half ton truck?" Is to provide an opinion of ones comfort level and a specific response to the trucks towing capacity, my response is yes and no, respectively. This is based on my comfort level derived from towing thousands of miles in varying conditions with several halt-ton trucks hitched to numerous trailers of varying type, length and weight. The second part of the question based on the data referenced above, General Motors published tow rating.

Towing at the limit half a dozen times a year will never justify the added cost of upgrading trucks. Especially when its an otherwise daily driver. If the limit is 10000 lbs, the limit is 10000 lbs, I'm not going to stop at 5000 lbs to make a bunch of worry warts feel warm and fuzzy. If everything is set up correctly, the weight is distributed correctly, brakes are working sway is minimal... go for it.

Only difference in the suspension is the shocks at the back, shocks and jounce bumpers at the front.

If there is no more adjustment in the upper control arm adjusting bolts, something is likely bent. Either the upper control arm, or the mounting points, hopefully the upper control arm. Also check "z-trim" height. If the front end is riding low it will cause excessive camber too.

Gooseneck hitch, needs the removable ball. There is lever in the fender well you pull to allow the ball to slip into the opening.

Find someone with a Chevy and swap them? Or are we past offering solutions now...

Welding up the differential is something you do on a 20 year old mud truck, not a 4 year old daily driver. You will regret it. Drivability will suffer as noted above, plus, whatever you are doing with 35" tires that warrants a locked front axle is going to result in other far more significant failures. If your funds can't afford a proper locker, then they won't support the magnitude of repairs you will encounter either.

I could never imagine going back to a a 2wd truck. Better to have it and not need it than...

Rear brakes condition, including the parking brake?

Upstream O2 sensors control how the engine runs. The downstream O2 sensors determine condition of catalyst. The upstream sensor is controlling the fuel trims. The downstream may eventually throw a catalyst system efficiency code, but nothing related to drivability. Cylinders 1 and 4 are on different banks so fuel trim of bank 1 causing misfires on bank 2 would be odd. I would also confirm that the P0300 is in fact described as random, sometimes it is not described as 'random' but as a confirmation that misfires are happening (in conjuction with P0301 and P0304 in your case). This might rule out or confirm the misfires is happening ONLY on cylinders 1 and 4 or MOSTLY on cylinders 1 and 4. The ONLY unique items to check on those cylinders would be plugs, wires, cap, valves, compression. For a mostly condition that opens the amount of items to check up further to include injectors, vacuum leaks, etc. In summary, PCM's don't get confused so I think you need to keep digging elsewhere. Try disconnecting the battery for a while to reset the PCM, might give you a warm fuzzy feeling about it. ?