Anyone know the towing capabilities of an FG? Anyone towed anything with an FG? I've got a 23' sailboat on a double axle trailer (about 3000lbs or less) and a Suzuki Sidekick 4dr which I currently pull behind my Wanderlodge. I'm wondering how an FG might perform with one or the other of these behind it.
Towing capabilities of an FG?
- Thread starter kerry
- Start date
Once again, I'm going to jump ahead in line of the actual FG owners around here to say that trucks in the catagory are usually capable of getting large heavy objects (bigger than you're talking about) up to 60mph or so without undue stress on the drivetrain and usually have adaquate braking systems to stop the whole works.
You might be dissapointed if you're expecting to cruise much over 60 and I personally would back off to 50-55 on longer grades. Great little motors that can last a long time but they work really hard and overheating is probably the #1 cause of failure.
You might be dissapointed if you're expecting to cruise much over 60 and I personally would back off to 50-55 on longer grades. Great little motors that can last a long time but they work really hard and overheating is probably the #1 cause of failure.
I towed a suzuki samurai with my 93 (more than 100 lb ft of torque less than the current fg model) and never noticed any change in performance on the flat or on hills except for 16 mpg instead of 17mpg.
Agree about the comment that overheating is a bad for an engine but I think the cooling system on the fuso is oversized (or is it just adequate?). The needle on the temperature guage of both my 93 and 04 always sits on normal and doesn't go up or down despite climbing hills, idling in a traffic jam, crawling along in low low off road, etc.
Agree about the comment that overheating is a bad for an engine but I think the cooling system on the fuso is oversized (or is it just adequate?). The needle on the temperature guage of both my 93 and 04 always sits on normal and doesn't go up or down despite climbing hills, idling in a traffic jam, crawling along in low low off road, etc.
whatcharterboat
Supporting Sponsor, Overland Certified OC0018
towing
Hi Kerry,
I suppose this boat must be fairly close in weight to a 23' sailboat. I think it's a 21' plate alloy boat with a very big outboard as you can see. This pic was taken about a month ago as the owners called into our workshop when they were returning from a trip to Fraser Island. Fraser Island is all sand and if you take a boat over it means you have to drag it a 100 k's up the beach and over a few headlands to get to a camp/launch site. All very soft, deep grooves, washouts and creeks, single lane tracks (so someone has to go bush when you meet another vehicle) and plenty of Euro backpackers in rentals bogged right in your path.
This truck ('04 I think) has 325/85R16 Michelin XML's which gear it up alot but even when the engine was standard it never seemed underpowered. The new owners tow this boat everywhere and decided to modify things a bit. It now has a performance 3" stainless exhaust made by VORTEX (check their website) and the owner made his own 3" exhaust brake. 0 pressure drop at the turbo. Also has a bigger aircleaner and a chip in the computer. Don't ask me what the chip does given the FG type of injection. This is the same truck that was in 4WDmonthly and that you guys were talking about in a recent forum on SRW's. I'll do a post on it next week if you like.
Bottom line is "Towing no problem"
Hi Kerry,
I suppose this boat must be fairly close in weight to a 23' sailboat. I think it's a 21' plate alloy boat with a very big outboard as you can see. This pic was taken about a month ago as the owners called into our workshop when they were returning from a trip to Fraser Island. Fraser Island is all sand and if you take a boat over it means you have to drag it a 100 k's up the beach and over a few headlands to get to a camp/launch site. All very soft, deep grooves, washouts and creeks, single lane tracks (so someone has to go bush when you meet another vehicle) and plenty of Euro backpackers in rentals bogged right in your path.
This truck ('04 I think) has 325/85R16 Michelin XML's which gear it up alot but even when the engine was standard it never seemed underpowered. The new owners tow this boat everywhere and decided to modify things a bit. It now has a performance 3" stainless exhaust made by VORTEX (check their website) and the owner made his own 3" exhaust brake. 0 pressure drop at the turbo. Also has a bigger aircleaner and a chip in the computer. Don't ask me what the chip does given the FG type of injection. This is the same truck that was in 4WDmonthly and that you guys were talking about in a recent forum on SRW's. I'll do a post on it next week if you like.
Bottom line is "Towing no problem"
dhackney
Expedition Leader
hinoranger said:
The 17,045 lbs. / 7,731.48 kilo GCWR ratings are for the current model Fuso, so if you are asking this question in the context of the earlier model Fuso, be sure to check those ratings for that model year.
For towing, the one that is important to you is GCWR (Gross Combined Weight Rating). That is the total weight of the truck and the trailer.
If you are at or over that number you will be in the zone of engineering mercy when it comes to braking power of the truck.
You will also be in the range where overheating will become an issue at ambient temps over 80-85 combined with steep or long grades. It is not a show stopper but you will need to downshift, turn on the cab heater, etc.
If you drive extremely conservatively, use your exhaust brake exclusively and leave the wet brakes for holding position at stop lights, etc., you will be fine.
I have it on good authority that the current model Fuso operates well at very high weight loads
but I cannot speak to the earlier models.
whatcharterboat
Supporting Sponsor, Overland Certified OC0018
Trailer brakes
Hi Doug,
You and Stephanie hit cold weather down there yet?
Regarding towing with an FG > the braking system of the truck shouldn’t really come into the equation as whatever is being towed should have its own independent (and adequate) braking system. We are working on a tilting tri-axle trailer (so no ramps) to go behind an FG at the moment (drafting stage so far). It will probably weigh around 1.5 ton and be capable of carrying 3 ton. Of course it will be up to the operator not to exceed the GCWR and the FG will have very little weight in the back. Probably it will have a hydraulic over-ride braking system and will be used to transport a Case backhoe/tractor.
The rule here is anything over 750kg must have an independent braking system and with electric brakes if the trailer is over a certain weight it must also have an emergency breakaway system that will lock the brakes on for a period of at least 5 minutes (I think it’s 5). So the trailer has to have its own power pack and a lanyard switch on the trailer connected to the truck. Electric brake controllers have a pendulum style inertia switch with a thumb slide for extra control if needed. All within easy access of the driver and with a dial on the side for sensitivity control/gain. A good set up for offroad. Well sealed for water crossings (all they are is a magnet). But then so are hydraulic discs. A tip: run electric bake wires in silcone filled rubber hose from the trailer frame to the drums to protect them from stones and support the wiring from suspension movement.
The pic below of the green truck shows the Suzuki being towed at the back. This is a really cool setup. It has a folding and telescopic A frame and a cable connecting the cars tail lights to the FG. Also it has a type of linear actuator that clips onto the brake pedal of the Suzuki and applies the brakes via a standard Tekonsha controller. The owner organized this setup down south so I don’t know about the vacumn boost or anything. I think he got the A frame from the US.
Also we sourced a very tough drain camera and mounted it directly above the tow ball so that when you engage reverse the camera system switches from the normal high rear view camera. Makes it very easy to back up to a trailer when you’re by yourself.
Sorry about the little outback pics.
Hi Doug,
You and Stephanie hit cold weather down there yet?
Regarding towing with an FG > the braking system of the truck shouldn’t really come into the equation as whatever is being towed should have its own independent (and adequate) braking system. We are working on a tilting tri-axle trailer (so no ramps) to go behind an FG at the moment (drafting stage so far). It will probably weigh around 1.5 ton and be capable of carrying 3 ton. Of course it will be up to the operator not to exceed the GCWR and the FG will have very little weight in the back. Probably it will have a hydraulic over-ride braking system and will be used to transport a Case backhoe/tractor.
The rule here is anything over 750kg must have an independent braking system and with electric brakes if the trailer is over a certain weight it must also have an emergency breakaway system that will lock the brakes on for a period of at least 5 minutes (I think it’s 5). So the trailer has to have its own power pack and a lanyard switch on the trailer connected to the truck. Electric brake controllers have a pendulum style inertia switch with a thumb slide for extra control if needed. All within easy access of the driver and with a dial on the side for sensitivity control/gain. A good set up for offroad. Well sealed for water crossings (all they are is a magnet). But then so are hydraulic discs. A tip: run electric bake wires in silcone filled rubber hose from the trailer frame to the drums to protect them from stones and support the wiring from suspension movement.
The pic below of the green truck shows the Suzuki being towed at the back. This is a really cool setup. It has a folding and telescopic A frame and a cable connecting the cars tail lights to the FG. Also it has a type of linear actuator that clips onto the brake pedal of the Suzuki and applies the brakes via a standard Tekonsha controller. The owner organized this setup down south so I don’t know about the vacumn boost or anything. I think he got the A frame from the US.
Also we sourced a very tough drain camera and mounted it directly above the tow ball so that when you engage reverse the camera system switches from the normal high rear view camera. Makes it very easy to back up to a trailer when you’re by yourself.
Sorry about the little outback pics.
whatcharterboat
Supporting Sponsor, Overland Certified OC0018
To put it in perspective
Like the marsupial paintwork? I think it's a croc hunter thing.
Like the marsupial paintwork? I think it's a croc hunter thing.
dhackney
Expedition Leader
whatcharterboat said:
[OT]
Sorry for the OT mini-hijaak here.
1 August overnight low of 14.5 F / -9.7 C
Juliaca, Peru; 12,599 Feet / 3,840 meters
[/OT]
Great tip on running the electric brake wires in silicon.
U.S. DOT regulations are similar on brake requirements, e.g. breakaway switch. I do not know the trailer weight minimum weight that requires brakes in the U.S. but I'm sure someone here does.
Last edited:
mog
Kodiak Buckaroo
dhackney said:
Nice interactive map for the US and Canada here:
http://www.brakebuddy.com/Towing-Laws