Jump to content

2016 Sierra/Silverado 1500 w/ NHT: Stock Hitch Class?

OutBurst

Recommended Posts

OutBurst Enthusiast

OutBurst

Posted
Posted

Can anyone with a Sierra/Silverado 1500 and NHT-Max Trailering Package please confirm the class/weight rating of their trailer hitch? I know the truck is rated to tow 11,100-12,000lbs but that doesn't necessarily mean GM put the correct corresponding hitch on it. It needs at minimum a Class IV, more like a Class V. Also, this begs the question if GM installs a higher class hitch than the non-NHT equipped trucks... Maybe someone else without the NHT can confirm this!

 

When my truck comes in, I plan on replacing the OEM hitch with a Curt 15323 Class V hitch: http://www.curtmfg.com/part/15323

 

I'd rather the truck have more-than-necessary hitch capacity rather than just-enough!

newdude Senior Enthusiast

newdude

Posted
Posted

If you look on the Curt website you will see they only make a Class 3 and a Class 4 hitch for 1500 Silverado/Sierra. All Silverado/Sierra trucks equipped with trailering package (Z82) or NHT Max Trailer use the factory 12,000lbs Class III/IV trailer hitch. 1,200lbs tounge weight, max trailer of 12,000lbs with weight distributing. They are tested to the Trailer Hitch Manufacturers Association specs V-5 (Ford and Ram do the same thing).

OutBurst Enthusiast

OutBurst

Posted
  • Author
Posted

If you look on the Curt website you will see they only make a Class 3 and a Class 4 hitch for 1500 Silverado/Sierra. All Silverado/Sierra trucks equipped with trailering package (Z82) or NHT Max Trailer use the factory 12,000lbs Class III/IV trailer hitch. 1,200lbs tounge weight, max trailer of 12,000lbs with weight distributing. They are tested to the Trailer Hitch Manufacturing Association specs V-5 (Ford and Ram do the same thing).

 

If you look at the link I provided, that is clearly a Class V hitch for a Sierra/Silverado 1500...

 

What are you referencing which shows the specs of the factory-installed hitches? (not vehicle trailering specs but actual hitch specs)

newdude Senior Enthusiast

newdude

Posted
Posted

 

If you look at the link I provided, that is clearly a Class V hitch for a Sierra/Silverado 1500...

 

What are you referencing which shows the specs of the factory-installed hitches? (not vehicle trailering specs but actual hitch specs)

 

Walk the dealer lots. On 1500 trucks GM puts the hitch specs right on the bottom of the receiver opening. You would have to get down and look from underneath it. I checked 10 trucks, all had the same 12,000 capacity hitch, NHT or not.

 

As for the Curt deal I had looked up 2015 and 2016 (the year you were looking at) and they don't list the Class V hitch. They do list it for 2014 though.

Jon A Senior Enthusiast

Jon A

Posted
Posted

In the past they all came with the same hitches--but currently there's a recall going on so things are up in the air a little bit. In any case, they've all been rated at 1200 tongue 12,000 trailer (no WDH required) so far on the 2014+ which is very strong for a 1/2 ton.

 

IMG_20140320_185818_801.jpg

 

The Curt you linked is much stronger though and wouldn't be a bad upgrade if you think it's possible you'll be over 1200 lbs tongue weight from time to time. However, that particular hitch has a 2" receiver opening--it's hard to find a 2" ball mount rated as high as that hitch. That's no big deal if you just want more peace of mind on the strength of the hitch but with most setups much of that rating will not be usable (it would be too much for the truck anyway, so maybe that's OK).

Nathan79 Enthusiast

Nathan79

Posted
Posted

WD is required on 1500 series on trailer weight greater than 7,000lb (according to 2014-2016 owners manuals). Without WD max tongue weight is 800lb, with WD max tongue weight is 1200lb.

Jon A Senior Enthusiast

Jon A

Posted
Posted

That's the truck's rating, not the hitch's rating.

redwngr Senior Enthusiast

redwngr

Posted
Posted

The label Jon posted is stuck on the side of the receiver that faces the ground, if anyone wants to check their own.

 

There are no truck configurations listed in the order guide that exceed 12,000 lb trailer ratings.

 

 

To answer the OP question, I checked my NHT and it has the same 1200lb/12000lb label as in Jon's picture.

  • 2 years later...
Lison New Member

Lison

Posted
Posted

I'm facing the same question. I am pulling a camper and with the truck and camper loaded, but not over loaded, I get some pretty good bouncing when hitting any rough highway. I'd read on another website that the OEM hitch on my 2017 1500 bolts to the bumper, which negates some of my weight distribution action, and a higher rated hitch, along with shocks, totally fixes this issue. Yesterday I ordered the Curt C14006 Class IV hitch, but after reading this thread, am wondering if I should just pay for the return shipping and send it back. :-(  Does anyone know if the OEM hitch bolts to the bumper or ever heard of this issue? I know my '03 2500HD did, but I can't see it on my 2017.

Jon A Senior Enthusiast

Jon A

Posted
Posted

Yup, send it back.  The Curt hitch is nice, but it's actually rated slightly lower than your stock hitch.  They both bolt to the frame.

Archived

This topic is now archived and is closed to further replies.

Go to topic listing

  • Latest Articles

  • Posts

    • Atlas
      Gas Prices

      By Atlas · Posted

      Welcome back! No, it definitely doesn't pass the sniff test. Even "ceasefire" needs an alternative definition these days.    $5.29 at Kroger today
    • bluev8
      Intermittent no-code issues on 2022.5+ V8 trucks — what did the shop fail to capture?

      By bluev8 · Posted

      That makes sense, and I think you are describing the real product problem. Capturing data is the easy part. If the owner or technician has to manually dig through five minutes of millisecond-level logs, the product has already failed. The device would be at the ECM harness, not at the OBD port, so I agree that data retrieval and event marking need to be thought through carefully. The way I am thinking about the architecture is: The recorder itself should not depend on a phone, app, Bluetooth, Wi-Fi, or cloud connection to capture the event. It should always keep a local rolling buffer and lock the event locally. A button, phone app, or small cabin device would only act as an event marker. If the driver feels a stumble and presses the button 10–30 seconds later, the pre-buffer has to already contain the useful data. For data retrieval, the practical options would be a sealed service USB lead, Wi-Fi download, or a phone/cabin companion device. I would not expect the owner to remove the ECM-side module or work with raw files directly. The cloud or AI side would be for interpretation, not for capturing the event. The truck may have no connection when the issue happens, so the evidence has to be saved locally first. After that, cloud processing could help decode the data, compare it against baselines, and generate a readable report. For the first version, I would keep the automatic triggers conservative and objective: driver event marker bus-off error passive voltage drop / brownout device reset FIFO or queue overflow a normally periodic message disappearing side-to-side communication mismatch, if the topology supports that For “learning normal,” I agree with your point, but I would not want to overclaim it as automatic root-cause diagnosis at first. A realistic first step would be learned baseline comparison for that specific vehicle and operating condition. For example, a value would only be compared against similar conditions: RPM range load / MAP throttle position gear / vehicle speed coolant and oil temperature battery voltage AFM/DFM state, if decoded and validated Then the report could flag things like: this periodic message disappeared compared with its normal timing this value deviated from this vehicle’s normal range under similar conditions the same abnormal pattern repeated after the same type of event the anomaly occurred together with voltage, oil-pressure, misfire, or communication changes But I would still call that “abnormal pattern detected,” not “replace this part,” unless there is enough validated repair data behind it. So the intended product would not be “here is a huge log.” It would need to be an event package: what triggered the capture how much pre/post data was preserved what changed before and after the event whether the device itself reset, overflowed, or saw a bus error selected graphs around the event raw data only as supporting evidence From your perspective, what would make this kind of report useful instead of just another datalog? For example: What are the top 5 parameters or events you would want highlighted first? Would you trust a learned baseline for that specific vehicle, or would you prefer fixed thresholds? How much false-positive flagging would be acceptable before you stopped looking at the reports? What would a one-page report need to show for an independent shop to take it seriously? For misfire, AFM/DFM, oil pressure, or U-code complaints, what would you want the tool to flag automatically?
    • scotthvac.net
      2022-24 halogen - led grille swap

      By scotthvac.net · Posted

      2024 Silverado 2500 HD LTZ grille no camera Parts list   84603331 84913656 84913657 84913654 84913655 84911567 84911568 85646092 85646093 85797921 85797922   11570637  x10-15   grille/bumper bolts 11546500  x10      grille clips 11571006  x10      push/retainer clips 11546454  x6       nut retainers 11611609  x6       M5 bolts 11610700  x6       molding/trim retainers
    • davester
      Replacement Radiator

      By davester · Posted

      And use RA's 5% discount code if you buy from them.  google for the code, one is always available.
    • davester
      Turning radius

      By davester · Posted

      Just don't turn the steering wheel as much?

  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...