Why Towing a Giant Airstream Trailer is One Big Math Problem

June 14, 2019 by Carly Schaffner, @carlyschaffner

The idea of hauling a 30-foot Airstream Classic trailer to a luxury RV resort on California’s Central Coast seemed like a whimsical adventure.

But hauling 7,800 pounds of trailer weight is no romantic vacation, even if you’re headed to wine country. A successful trip requires a gutsy tow vehicle, a knowledgeable pilot and – most of all – good old-fashioned arithmetic.

I thought a 2019 Ford F-150 Lariat crew cab pickup powered by a 3-liter turbo diesel engine could do the job, especially based on its 10,100-pound towing capacity.


Unhitched, the F-150 felt light and nimble. The aluminum body, 5-foot-6-inch box and extra muscle from the diesel engine gave the pickup an athletic feel. It navigated city streets easily and maintained speed effortlessly on the highway. The driver’s seat is comfortable and offers excellent lumbar support over long distances. The back of the cabin has enough space for people and storage of road-trip essentials. A useful stowage compartment is tucked away under the rear bench.

Airstream classic, 2019 Ford F-150 Lariat crew cab

The F-150 looks more than brawny enough for the task of hauling the 30-foot Airstream. Maybe so, when both are empty. (Photo: Carly Schaffner/Trucks.com)

Towing isn’t just about the trailer. You have to count people and gear when calculating the towing capability of a truck. That’s especially true when the journey includes inclement weather, changing elevations, rugged passes and fast-moving traffic.

With the trailer hitched, my husband beside me and two kids in the back, the F-150’s personality completely changed.


The hills of Paso Robles, Calif., are the real deal. On a 75-mile loop that headed west from our RV resort to Cambria, south to Morro Bay and then back north toward Atascadero, the Airstream manhandled the truck. It was no longer the idyllic hotel-on-wheels I was looking forward to for the next three nights.

The first miles on surface streets toward Route 46 felt comfortable. The F-150 held its confidence on flat roads at 35 mph and smoothly guided the trailer around turns. Our rig blended in with the other travelers carting monstrous RVs with well-equipped pickups.

The feeling shifted, however, as I merged onto the freeway. I accelerated to settle in among the flood of RV-haulers traveling at the posted 55 mph speed limit for vehicles with trailers. Almost immediately the truck started to swerve under the weight of the trailer.

I gripped the wheel and wondered who was driving – the trailer or me. Passenger cars in the fast lane seemed to fly by at lightning speed.

Airstream classic, 2019 Ford F-150 Lariat crew cab

The F-150’s big mirrors were definitely helpful, allowing visibility around the (sometimes swaying) trailer. (Photo: Carly Schaffner/Trucks.com)

The truck’s trailer sway-control quickly mitigated the movement. I sensed its automatic braking under my foot and a warning on the instrument panel told me to slow down. Ford’s towing technology provided some assurance.

The weather was also menacing. It was a blustery day with thick cloud cover and light mist. Headwinds pushed back at the truck as we approached what appeared to be a never-ending series of rolling hills.

To control speed on downgrades, I shifted from Drive into Manual mode and kept the truck’s 10-speed transmission between third and fourth gears. The F-150 chugged along amid traffic at a sluggish 40 mph, a speed that gave me more control of the heavy load.


We emerged from the hills and headed south along the coast on Pacific Coast Highway. The whipping wind finally subsided. I relaxed into the southbound drive as expansive views of the Pacific Ocean filled the windows. The air thickened, and light rain dotted the windshield.

Most of the coastal leg followed a two-lane highway. The drive was smooth but slow. Occasionally the road widened to two lanes, giving faster vehicles an opportunity to pass.

I turned east onto U.S. Route 41 for the home stretch of the drive. The highway mostly snaked back and forth. The truck’s oversize side mirrors gave me extended visibility as we followed the curves of the road. We finally made our way back to I-46 and exited the freeway.

At the resort, I noticed that most other guests used heavy-duty pickups. Our half-ton truck was out of place. A more thorough look at specs of the F-150 Lariat revealed that the towing equation is complex.


Ford lists the towing capacity of the four-wheel-drive F-150 SuperCrew Lariat with a diesel engine and towing package at 10,100 pounds. In theory, the 7,800-pound-Airstream is within its capabilities.

But other factors come into play.

First is the automaker’s official curb weight of the vehicle, which for the F-150 is 5,271 pounds. That does not take into consideration the options on the truck.

At $70,100, including the $1,595 destination fee, this model was loaded with $20,520 worth of options. Features like the twin panel moonroof ($1,495), bedliner ($595) and power running boards ($995) add extra weight.

Airstream classic, 2019 Ford F-150 Lariat crew cab

The Airstream weighs 7,800 pounds. That’s before adding water, propane and personal belongings. Those change the equation. (Photo: Carly Schaffner/Trucks.com)

The truck’s weight was closer to 5,710 pounds, according to Ford. And a half-full, 26-gallon fuel tank adds about 100 pounds, bringing the total weight to 5,810 pounds.


Second, consider the weight of the trailer. The official weight is 7,800 pounds, but it has a 54-gallon water tank and two propane tanks on board. Water weighs 8.34 pounds per gallon, so half of a tank adds 225 pounds. Even an empty propane tank weighs about 70 pounds.

The trailer weighed at least 8,100 pounds, maybe more.

Now, examine the payload of the truck: 1,288 pounds. Payload is the passengers plus the cargo. My group weighed a combined 430 pounds. Cargo added another 250 pounds for a total of 630 pounds.

Finally consider how a trailer adds tongue weight, which is the amount it exerts on the hitch. It’s typically calculated at 10 percent of the weight of the trailer and cuts into the payload. In the case of an 8,100-pound trailer, tongue weight is 810 pounds. The Airstream, however, had two propane tanks sitting right on top of the hitch, which bumps the tongue weight to an estimated 950 pounds.

These figures contribute to the Gross Vehicle Weight Rating, which is the curb weight plus payload. The Ford recommended GVW is 7,050 pounds. Our weight was 7,390 pounds.

Another weight valuation of the truck is the Gross Combined Vehicle Weight Rating. This is the curb weight plus the payload plus the trailer weight. The F-150 has a GCVWR of 16,100 pounds. The load weight on my trip was 15,490 pounds, leaving me only 610 pounds of wiggle room.


“The F-150 isn’t really the best choice to tow any Airstream over 27 feet,” said Chris Cordes, a towing expert and Airstream ambassador. “A loaded 27-footer is at the edge of this truck’s operating envelope. You’ll find the vehicle struggling to accelerate as well as maintain speed on large grades.”

Airstream classic, 2019 Ford F-150 Lariat crew cab

Who would have thought math class would come in handy for adventuring? (Photo: Carly Schaffner/Trucks.com)

Loaded weight is the key, he said.

“You want at least a 15-20 percent margin of error between the towing capacity and the trailer’s fully loaded weight,” Cordes said.

However, Ford told Trucks.com that it does not recommend a cushion and that it stands by the truck’s towing capacity.

But beware of load weight creep. Manufacturers weigh trailers without water, propane, food or personal belongings inside. Add all that up and there’s a good chance you’re 1,000 pounds heavier than the empty weight, likely more, Cordes said.

“I would not recommend pulling a 30-foot trailer or above with anything less than a 3/4-ton-level truck from any brand,” he said.

Going by the minimum 15 percent rule on the F-150’s towing capacity of 10,100 pounds, my Airstream should not have exceeded 8,585 pounds. At 9,060 pounds, I left only 10 percent room for error.

Next time I meet the Airstream it’ll be with a Ford F-250 Super Duty so the trailer doesn’t end up towing my truck.


Carly Schaffner June 22, 2018
Towing can seem daunting for beginners, but the right technology can ease the burden. I towed 5,000 pounds 150 miles in a GMC Sierra and am better off because of it.
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17 Responses

      • Tad Marko

        Yes, you should have. The truck’s towing specifications require a weight distributing hitch for any trailer over 5,000lbs. It looks a bit nose-down in the photo. That will make the trailer act more like a tail-heavy trailer, which is unstable and dangerous and will create that feeling of the trailer making the truck sway, because it is. I tow a trailer that is close to this in size with my 2017 F-150 and it is absolutely fine.

      • Airstream Owner

        You should pull down the article and add the fact you had no WDH pulling a 30’ trailer. Would Give the readers a better perspective of the credibility of the reviewer of the truck.

    • David McCrostie

      Came here to ask the same question. I’ve hauled a 27ft Airstream all over the country with a GMC Yukon with 251K miles on it and the only time I had an issue is when I got interrupted in my setup routine and didn’t tighten one of the hitch chains correctly. The author should go back use a proper setup and try this again, I assure you that you’d have plenty of towing capacity and little sway ( imagine if you tried this with a large white box?).

  1. Jim Krakau

    Get a weight distribution hitch and provide an update please. The F-150 should do just fine with a weight distributing hitch. And, you will save the cost of a bigger truck.

  2. Peter G

    Good read, your experience has helped me to decide to go with a 3/4 ton purchase on my next truck.

    • ScottZ

      The author of this article appears to be a novice. He didn’t follow Ford’s towing recommendation of using a weight distributing hitch. Posting an article like this without one is misleading at best.

  3. Jim

    I pull a 25′ AS with a 2016 F150 e/w max tow and 355 differential without much problem. Getting the right weight distribution hitch set up properly made a big difference; however you are correct. I don’t have any problem towing but my cargo capacity is small (did the weigh process at Love’s Travel Stop) also there is a great difference in braking (unless you have disc brakes on your trailer). The brake issue and cargo capacity loss, if nothing else, is a deal killer. I do love my F150 King Ranch but as soon as practical I will be buying a rough riding 3/4 ton Super Duty (fyi Ford 6.2 liter gets terrible mileage even without a trailer). I went though the diesel e/w def system … no more diesels until that problem is totally resolved. Had so much trouble I sold it with 47k miles. Not too many good choices that I can see since I would never consider a Dodge JMO. Good luck.

  4. Dave

    When towing any camper over 20′, a weight distribution and anti-sway hitch is absolutely essential equipment. Get one and it’ll make the camper seem half of the size and weight and that F150 will do fine. Also, your propane tanks don’t way anywhere near 70lbs empty. They are very likely “30lbs tanks” which hold 30lbs propane and weigh about 25lbs empty. So only 55 full.

  5. Jeff McCaffrey

    We have a 2019 Airstream 27’ Globetrotter and found the actual tongue weight is 1,100 lbs. A 30’ is at least that, possibly more putting you over the F150’s payload capacity. We had a 2019 Ram 1500 and moved up to a ‘19 Ram 2500 for the same reason. The difference is night and day – much more planted and no white knuckle driving. Sure a 1/2 ton truck can tow it but the 3/4 ton will do it easier.

    • Eric

      Pulling specifications out of the manual for curb weight and payload and doing the math is an inaccurate process. The numbers cited in the book will not reflect reality.

      Weighing the truck on the CAT with trailer attached, Weight Distribution Hitch, and all people and cargo on board will give you the actual weight on the front, rear and trailer axles.

      Actual weight measurements should not exceed Tow Vehicle’s GAWRs.

      The sum of the two tow vehicle axle weight measurements should not exceed the Tow Vehicle GVWR. This is the metric a 1/2 ton will likely exceed.

      The trailer should not exceed the trailer’s GVWR nor the maximum tow capacity of the tow vehicle.

      Finally GCWR of the Tow Vehicle should not be exceeded.

  6. Colin

    It is not a math problem if you choose the correct tow vehicle for what you want to tow. For the largest airstream, you should have a 3/4 ton truck. Anything less, and yes you have created the math problem. You can do it, but not easily.

  7. Airstream Fan

    The lack of weight distribution is a MUCH bigger problem than the math. Ford requires a weight-distributing hitch to reach those specs, and you also need the right axle ratio to tow effectively. And don’t guess on weight (like a 70 pound empty propane tank–they aren’t even that heavy when filled). Take your loaded rig to a scale to find out what it really weighs.

  8. Martin

    Nice article but a few wrong or misleading points.

    1. The payload capacity is cargo + passengers + tongue weight. No need to deduct fuel weight. (Refer to Ford F150 owner manual. A 150lb driver weight is also included per the manual)
    2. A similarly equipped F150 Supercrew 4×4 with the HD package, 5.0L engine and 5.5′ bed has a max payload capacity of 2640lb in base trim, 1000lb more than what yours has.
    3. Towing capacity is now measured against the standard SAE J2807 (again see Ford’s literature), there is absolutely no need to deduct 15% from that.
    4. A weight distribution hitch is required. This helps move some of the weight to the front axle and greatly improve handling. An anti-sway bar will also make a huge improvement.

    In conclusion, saying that a F150 cannot tow a 10,000lb trailer is misleading. A properly configured 1/2 ton truck attached to a trailer with properly distributed weight can be a good combination.

  9. Baron von Tollbooth

    Completely useless and misleading article. You offer advice yet don’t use a weight-distributing hitch.

  10. Art Vandelay

    Looks like the math was too complex for you. You failed to properly equip your vehicle and trailer to handle the load then put your whole family in the cab and shared the road with mine. Do your homework.


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