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Towing a TomCat 25
- Thread starter jwmurphy
- Start date
John: I've towed our TC over 4,000 miles now, including the trip home from Mt. Vernon, WA to Fairbanks, AK. I have a 2006 Dodge Ram 2500 (3/4-ton) with the Cummins diesel. I get just over 14 mpg (an average of 14.3) when towing and upto 24 mpg when not towing. I use a Draw-Tite weight-distributing hitch. I also moved the boat forward on the trailer about 1 7/8-in which changed the hitch weight from about 700 pounds to 840 pounds. That seemed to eliminate some of the galloping that was occurring when I'd hits frost heaves or bumps. I'd definitely recommend a diesel. The tow-weight on a TC is right at 10,000 pounds without much gear. With fuel, water, gear, ice, fish, etc. it's over 10,000 pounds.
I've got a Dodge pickup, a 2002 2500 with the Cummins 5.9L and a six-speed. I towed my TC to Lake Powell and back without much incident except the galloping that Ted mentions. I had the dealer move the rear axles back about 6" which he said would take care of that but I have yet to test it as the boat lives in a slip most of the time. I don't have a weight distributing hitch but I did convert my brakes to electric over hydraulic, which may make installing a WD hitch more complicated, should I decide that is necessary.
IMO a 3/4 ton truck with a diesel is the minimum, and I was rather envious of how well Brent's F-450 towed Discovery. But my truck tows acceptably well so and I like it otherwise, so I plan to keep it.
I read with amazement the post by the fellow who towed a TC with a Toyota. I would have to see that rig in the mountains with my own two eyes before I would believe that would be an acceptable alternative to a 3/4+ diesel.
Warren
IMO a 3/4 ton truck with a diesel is the minimum, and I was rather envious of how well Brent's F-450 towed Discovery. But my truck tows acceptably well so and I like it otherwise, so I plan to keep it.
I read with amazement the post by the fellow who towed a TC with a Toyota. I would have to see that rig in the mountains with my own two eyes before I would believe that would be an acceptable alternative to a 3/4+ diesel.
Warren
We were towing our TC24 (a lighter boat) with a 1991 Ford F150, it could do it in the flat land, but oh.... those mountain passes.
We went out and bought a 1 ton F350 Diesel just for towing this boat. I installed EGT and Turbo Boost gauges and I still have to back off the gas pedal while climbing steep grades because of the red line on the EGT, but now we are doing 55 in the 65 MPH speed limit, instead of 35 with the F150.
If you are using a turbo diesel and care about your engine and tranny I can't tell you how much you will enjoy having a tranny temp, EGT and turbo boost gauge.
We went out and bought a 1 ton F350 Diesel just for towing this boat. I installed EGT and Turbo Boost gauges and I still have to back off the gas pedal while climbing steep grades because of the red line on the EGT, but now we are doing 55 in the 65 MPH speed limit, instead of 35 with the F150.
If you are using a turbo diesel and care about your engine and tranny I can't tell you how much you will enjoy having a tranny temp, EGT and turbo boost gauge.
John S":318kpdav said:If you are using a turbo diesel and care about your engine and tranny I can't tell you how much you will enjoy having a tranny temp, EGT and turbo boost gauge.
Amen ... I would also recommend a fuel pressure gauge. Diesels live and die by the fuel pressure.
Warren
jw
My experience is kind of in line with the others here. I have a Ford 250 Superduty (3/4 ton), which tows the boat fine most of the time. I don't have galloping problems yet. It'll tow over 80 mph if your man enough to stop it when needed, but it is kind of a struggle for the 250 in the mountains.
The electric over hydraulic brakes should make installing the weight distributing hitch a breeze since no alterations are needed compared to surge brakes on a distributing hitch. I do love that electric over hydraulic brake system. If you do get a sway, just a touch to the controls feathers it right out, and the Ford system warns you if the trailer connection is faulty.
I mainly keep mine on a slip, but may consider a 350 or 450 some day in the future if I'm doing coast to coast traveling much.
John
My experience is kind of in line with the others here. I have a Ford 250 Superduty (3/4 ton), which tows the boat fine most of the time. I don't have galloping problems yet. It'll tow over 80 mph if your man enough to stop it when needed, but it is kind of a struggle for the 250 in the mountains.
The electric over hydraulic brakes should make installing the weight distributing hitch a breeze since no alterations are needed compared to surge brakes on a distributing hitch. I do love that electric over hydraulic brake system. If you do get a sway, just a touch to the controls feathers it right out, and the Ford system warns you if the trailer connection is faulty.
I mainly keep mine on a slip, but may consider a 350 or 450 some day in the future if I'm doing coast to coast traveling much.
John
drjohn71a":13stt7by said:The electric over hydraulic brakes should make installing the weight distributing hitch a breeze since no alterations are needed compared to surge brakes on a distributing hitch.
My problem is that the guy who installed the electric brakes put the controller on the tongue where the WD chains would go. So I have to relocate the controller somewhere else.
Warren
John,
Any of the big three diesel trucks in a 3/4 ton or larger capacity will do the trick. If you have the funds, I'd recommend a one ton due to the extra strength built in from the factory. At this point on time, all three make darn good vehicles and they tend to drive as well as a Caddy.
Two points to consider from my experience with trucks. 1. The longer the truck length, the more stable the tow BUT the harder to park and maneuver around town and the ramp. 2. If you get a truck and plan on using it as your every day transportation, get a back-up camera. Wal-Mart has one for $100 that is the best purchase I've made in a long time. Helps when I'm hooking up, helps monitor what's going on back there when I'm towing and absolutely freaks people out when I back my truck into a spot as I can get an inch away from someone's bumper or barricade every time.
Diesel trucks are the new "Hot Rods" nowadays and there is a GREAT deal of aftermarket accessories available. I've had a comment or two about driving a "gas guzzler" and have enjoyed the reaction when I show my diesel mileage readout that shows 25mpg. You can also purchase an aftermarket kit that greatly increases your towing capacity and improves diesel mileage from "Banks Power" for any of the big three truck makers.
Any of the big three diesel trucks in a 3/4 ton or larger capacity will do the trick. If you have the funds, I'd recommend a one ton due to the extra strength built in from the factory. At this point on time, all three make darn good vehicles and they tend to drive as well as a Caddy.
Two points to consider from my experience with trucks. 1. The longer the truck length, the more stable the tow BUT the harder to park and maneuver around town and the ramp. 2. If you get a truck and plan on using it as your every day transportation, get a back-up camera. Wal-Mart has one for $100 that is the best purchase I've made in a long time. Helps when I'm hooking up, helps monitor what's going on back there when I'm towing and absolutely freaks people out when I back my truck into a spot as I can get an inch away from someone's bumper or barricade every time.
Diesel trucks are the new "Hot Rods" nowadays and there is a GREAT deal of aftermarket accessories available. I've had a comment or two about driving a "gas guzzler" and have enjoyed the reaction when I show my diesel mileage readout that shows 25mpg. You can also purchase an aftermarket kit that greatly increases your towing capacity and improves diesel mileage from "Banks Power" for any of the big three truck makers.
As far as "strength" is concerned, an f-250 and an f-350 are different only in regard to load carrying capacity. A second set of leaf springs support the extra load only when the rear is heavily loaded. Everything else is identical. That is why there is such a small price difference between the two. For towing, no difference. For Chev and Dodge, you'll have to investigate the difference.
matt_unique
New member
I have been looking into older F250's and F350's as a tow vehicle for the Tomcat. Many F350's offered the dual wheels which would lend to a bit better stability. I have not been able to find much tow rating information on older models though. Does anyone know the difference in tow rating between say a 1990 F250 vs. an F350?
Thanks
Thanks
Captains Cat
New member
Chivita":1d295hwz said:I've had a comment or two about driving a "gas guzzler" and have enjoyed the reaction when I show my diesel mileage readout that shows 25mpg. You can also purchase an aftermarket kit that greatly increases your towing capacity and improves diesel mileage from "Banks Power" for any of the big three truck makers.
I tried searching your posts to see what kind of truck/engine you have but couldn't find it. My Dodge Ram 2500 with a V-10 only gets 10-12 and it makes no difference whether I'm towing nothing or our 10K# trailer.
What are you towing with?
Thanks, Charlie
Matt,
Having had one, I would strongly advise against dual rear wheels. I had a crew cab 1 ton dually and I got stuck everywhere! When empty, the rear wheels are so far from the engine/passenger weight, so control and traction are far less in the dual wheel configuration. The dual rear wheels are primarily for lateral stability and to allow increasing the total weight limit, since each tire has a limited weight carrying capacity.
A Ford 250 Super Duty, 2005, has 13,500 lbs weight capacity total - passengers, bed load and towing load. The TomCat heavily loaded is about 11,000 lbs. I have no problems towing it on normal terrain and hills, but mountains put quite a load on the 250.
John
Having had one, I would strongly advise against dual rear wheels. I had a crew cab 1 ton dually and I got stuck everywhere! When empty, the rear wheels are so far from the engine/passenger weight, so control and traction are far less in the dual wheel configuration. The dual rear wheels are primarily for lateral stability and to allow increasing the total weight limit, since each tire has a limited weight carrying capacity.
A Ford 250 Super Duty, 2005, has 13,500 lbs weight capacity total - passengers, bed load and towing load. The TomCat heavily loaded is about 11,000 lbs. I have no problems towing it on normal terrain and hills, but mountains put quite a load on the 250.
John
Regarding diesels and fuel economy - if you're towing a TomCat or CD 25, I don't think any diesel is going to get you 25 mpg. If my truck is empty, going downhill, with the wind, the fuel economy might touch 25 mpg. If you let up slightly on the gas pedal, it will read about 30 mpg - you have to beware of instant readings on those fuel flow meters.
With the A/C on, towing the TomCat heavily loaded at 70 mph, on thousand mile trips, I average 9-11 miles per gallon figured on the total fuel and total miles.
You can get 16-18 with smaller trailers and boats, and 20 plus empty without any hindrances.
John
With the A/C on, towing the TomCat heavily loaded at 70 mph, on thousand mile trips, I average 9-11 miles per gallon figured on the total fuel and total miles.
You can get 16-18 with smaller trailers and boats, and 20 plus empty without any hindrances.
John
Gene Morris
New member
I have a 2002 Dodge 2500 diesel w/Auto trans. Towing I get about 11mpg without the boat I get 16-17mpg. How do you folks get 25mpg? The only problem that I have towing is pulling a long grade. I do get an over heating situation and a great loss of power. I spoke to a dealership person re: the Banks kits and was told that it put increased stress on the trans and rear end. Has anyone had trans problems with the Banks Kit?
Gene Morris
Gene Morris
I have put a lot of thought into this and I have come to the conclusion that a Tomcat 255 would best fit a specialized trailer that is overwidth so as to get it down some. it sits so high on a regular trailer . If the trailer was wide enough for the boat to set inside the wheels it would launch and retrieve a lot easier.
the problem with a wider trailer is that you would need a overwidth permit to travel the highways and byways and in some instances would be limited to times you could be on the road.
My idea of the perfect trailer for the 255 would be a extra wide , gooseneck style with electric over hydraulic disc brakes , and LED lights. and a one ton or larger tow rig to handle the weight when stopping.
I have a plan on the drawing board for my ultimate tow rig that I will someday put together. I will start with a Kenworth T 300 and do some extensive modifications to it.
some of them come from the factory with hydraulic brakes and smaller wheels and tires so there is the starting point.the hard part is finding such a beast used ...lol...
the problem with a wider trailer is that you would need a overwidth permit to travel the highways and byways and in some instances would be limited to times you could be on the road.
My idea of the perfect trailer for the 255 would be a extra wide , gooseneck style with electric over hydraulic disc brakes , and LED lights. and a one ton or larger tow rig to handle the weight when stopping.
I have a plan on the drawing board for my ultimate tow rig that I will someday put together. I will start with a Kenworth T 300 and do some extensive modifications to it.
some of them come from the factory with hydraulic brakes and smaller wheels and tires so there is the starting point.the hard part is finding such a beast used ...lol...
journey on
New member
We just got back from 8000 miles (I don't know how) towing a C-25, to around and from the Great Lakes. We used Judy's truck: a 2006 Ford
F-250 with a V-8 5.4 engine and a 5-speed auto, 3.73 rear axle. Averaged 8 mpg towing.
I know the C-25 isn't a Tomcat, but it isn't light either. We came over Rabbit Ears Pass (11,000 ft.) on US-40, in Colorado. 2nd gear up, 1st gear down (damn RVs.) On the interstates, cruised at 65-70.
My point is this. 95% of the time one is cruising on fairly level roads. For hills, the other 5%, use the transmission, that's what it's for. One can buy the diesel, or the V-10, or the 454 so that you can go up hills faster, but that's only a short distance, and the rest of the time one doesn't need it. Those bigger engines are expensive to buy and run, exclusive of fuel.
ANY engine of 5.4 liters (330 ci,) will do the job. What one needs is a good rear axles (3/4 ton and above,) good suspension and rated towing capacity (11,000 #.) And a good auto. I know the DORF 5 speed has given trouble, but they did redesign it in 2005, and ours has worked well. I understand the Chevvie has a 6 speed this year.
Boris
F-250 with a V-8 5.4 engine and a 5-speed auto, 3.73 rear axle. Averaged 8 mpg towing.
I know the C-25 isn't a Tomcat, but it isn't light either. We came over Rabbit Ears Pass (11,000 ft.) on US-40, in Colorado. 2nd gear up, 1st gear down (damn RVs.) On the interstates, cruised at 65-70.
My point is this. 95% of the time one is cruising on fairly level roads. For hills, the other 5%, use the transmission, that's what it's for. One can buy the diesel, or the V-10, or the 454 so that you can go up hills faster, but that's only a short distance, and the rest of the time one doesn't need it. Those bigger engines are expensive to buy and run, exclusive of fuel.
ANY engine of 5.4 liters (330 ci,) will do the job. What one needs is a good rear axles (3/4 ton and above,) good suspension and rated towing capacity (11,000 #.) And a good auto. I know the DORF 5 speed has given trouble, but they did redesign it in 2005, and ours has worked well. I understand the Chevvie has a 6 speed this year.
Boris
Boris, You're right, a CD-25 isn't a TomCat. The TC is a whole different animal. When I worked at a Ford store, I put together a tow rig for my 8000# boat. The F-250 has a 460 cu. in. engine, Banks controlled E4OD, 4.10:1 rear posi axle and towed that boat wonderfully.
Using the same truck to tow the the TC-255 is a scary (brakes) and frustrating (power) experience. It simply doesn't do the job. Spending money on anything but a diesel to haul a TC would be a big, expensive mistake IMHO. I limit my towing to trips from storage to the launch ramp. This winter's project, A new tow rig and convert the brakes to electric over hydraulic.
Using the same truck to tow the the TC-255 is a scary (brakes) and frustrating (power) experience. It simply doesn't do the job. Spending money on anything but a diesel to haul a TC would be a big, expensive mistake IMHO. I limit my towing to trips from storage to the launch ramp. This winter's project, A new tow rig and convert the brakes to electric over hydraulic.
Roger on the Sensei -
Like you, before actually owning a TomCat, I was leary of the height and ominous look of that catamaran on it's trailer. However, the actual towing experience has been very very pleasant just as it comes from the factory. They seem to have solved whatever trailer loading and unloading problems the early designs had - I drive my TomCat right up to the stops, and float it off - no sweat. Easier than some of my earlier 16 - 21 foot boats. I have had no brake problems - you could set the electric over hydraulic trailer brakes to stop the truck by themselves, if you want.
It is very stable and I have no problems in handling it on the road with my Ford 250 Super Duty in spite of some allusion earlier to the 3/4 ton trucks too small for a TomCat. I can definitely say that the Ford 250 is large enough and stable enough for most towing of the TomCat. You are just going to have to slow down up the steep hills and mountains - like a big RV.
John
Like you, before actually owning a TomCat, I was leary of the height and ominous look of that catamaran on it's trailer. However, the actual towing experience has been very very pleasant just as it comes from the factory. They seem to have solved whatever trailer loading and unloading problems the early designs had - I drive my TomCat right up to the stops, and float it off - no sweat. Easier than some of my earlier 16 - 21 foot boats. I have had no brake problems - you could set the electric over hydraulic trailer brakes to stop the truck by themselves, if you want.
It is very stable and I have no problems in handling it on the road with my Ford 250 Super Duty in spite of some allusion earlier to the 3/4 ton trucks too small for a TomCat. I can definitely say that the Ford 250 is large enough and stable enough for most towing of the TomCat. You are just going to have to slow down up the steep hills and mountains - like a big RV.
John
Captains Cat
New member
John, I didn't have any problem either bringing Captain's Cat home, about 75 miles. I've got a Dodge Ram 2500 with the V-10 and the boat sits on a Load Rite trailer that was apparently built for the Tomcat. There's a big square support in the middle that fits in the tunnel and it's impossible to get the boat off center. You just gotta be sure you're in far enough because if it's a steep ramp, the cranking can be laborious if you're not up far enough. The previous owner got the boat almost there, drove up into the level parking lot and very carefully did a short quick stop. The boat slid right up to the stops! He had planned to put some of that slippery stuff on the bunks and I think I may do that too!
I only have the hydraulic surge brakes but they seemed to stop just fine for me.
Charlie
I only have the hydraulic surge brakes but they seemed to stop just fine for me.
Charlie