FJ Cruiser

Originally written by dgeesaman on 2010-02-15 4:49 PM

I just saw an FJ today and boy are they short and boxy. It looks more like a Jeep Wrangler than anything else. I had to look up these numbers for myself, so I compared a few 2008 year vehicles: FJ Cruiser, F-150, Tundra, and Trailblazer. Our 2H slant with small front tack grosses 7k lb. Tow rating for the FJ is 5k, Trailblazer 6.6k, Tundra 8.1k, and F-150 is 9.4k. Big advantage for the 1/2 tons. The 1/2 tons will comfortably tow this without a weight-distributing hitch, the Trailblazer needs one, and the FJ won't get far without one. At any rate, if you're buying a 2h trailer for the Trailblazer or FJ, you'll need to shop carefully since many reasonably-sized 2h trailers exceed their limits. Wheelbase is critical regardless of overhang. The leverage of the trailer against the tow vehicle is not based on the rear axle center, it's based on the center of gravity of the vehicle. The larger and more spread out the wheels are from the tow vehicle CG, the more stable against any lateral forces coming from the trailer. Wheelbase for these vehicles (1/2tons are shortbed, crew cab) in the same order is 105.9, 113, 150.5, 145.7.

To begin with the OP asked about a "short" 2H, to me that means no DR. A small 2H can easily come in under 5K with one or two smallish horses. Secondly if your 2H comes in at 7K that is one heavy trailer, my trailer is steel, 15' on the floor and 6'8" wide, coming in at 6K loaded.....I actually consider it larger in the 2H variety.

As for the wheelbase/overhang, I fail to see how you think the lateral forces will rotate around the COG? A lateral push on the ball, has to rotate through a physical pivot point. Meaning the front axle is going to pivot around the rear axle.....unless you push hard enough that the rear axle loses traction, even then it will pivot on the front axle not the COG. I suppose one could argue that if the COG was exactly half way between the ball and front axle it may be rotating at the COG, but even then that would assume both physical pivot points would have to be compromised and we would be well on our way to a wreck at that point........

Originally written by dgeesaman on 2010-02-15 4:49 PM

I would not read too deeply into those numbers. Everything changes with an additional 500# of weight hanging on the rear of the vehicle. But it brings up a good point - based on the fact that traction for braking is driven by downforce, and that the 1/2tons weigh more in the first place, it's basic physics that they will be less affected by the towing load.

If you think out of two vehicles with roughly the same size contact patch, one weighing ~2000 lbs more than the other, that the heavier one will stop sooner.......well I don't know what to tell you. Downforce is exactly the reason the smaller FJ can stop 30 feet quicker than my Dmax. On tires that are more or less the same size, the additional "downforce" of the heavier truck over comes the avaliable traction and the clamping force at the brake calipers must be reduced to avoid skidding. Even with the additional 500#, the lighter truck still should have more available traction for stopping.

Additionally since a WDH will be required on the smaller vehicle it may hold even further advantage. With the WDH during a hard stop, the weight the trailer transfers to the tow vehicle will be evenly distributed to both the truck's axles as opposed to a WC setup where the rear axle is more heavily loaded as the front is proportionally unloaded.....causing loss of braking and steering.

Originally written by dgeesaman on 2010-02-15 4:49 PM

Link to comparison data: http://www.kbb.com/kbb/CompareCars/Report.aspx?CompareCarsVehicleId... I'm not out to cast doom and gloom on using smaller tow vehicles. I used an older 1/2 ton for several years. (We almost bought a Jeep Grand Cherokee, which would have been similar to the Trailblazer, and I'm happy we didn't). Save for the time my wife drover over half a leaf spring that destroyed a brake line, it always got us there safely. But there was not much room for extreme conditions, operator error, or other stupid driver error. All of the vehicles I compared have similar fuel economy, are available in 4wd, have plenty of cabin space, and plenty of storage. The two pickups are vastly superior for towing. Unless you don't care a whole lot about moving your horses or you have absolutely no choice, I think it's a big mistake to compromise on towing safety.

Considering your statement, "I'm not out to cast doom and gloom on using smaller tow vehicles. I used an older 1/2 ton for several years." it would appear you somehow consider a 1/2 ton "smaller". Since I am aware that physically a 1/2 ton can be every bit as long/large/heavy as a 3/4 ton, I suspect we will be unable to have a successful discussion.