So I've read a lot of people asking about towing and whatnot on these forums, so I thought I'd share my experiences towing with my V6 this weekend.
First, the truck: 2006 SR5 V6 RWD. I upgraded to a Hidden Hitch 70779 hitch, put in a Hayden 678 tranny cooler, did a DIY tranny flush with Redline D4 ATF, and was running a Tekonsha Primus IQ brake controller. Other than that, completely stock. Not that it matters, but I also run Mobil1 5w30 motor oil in it. I towed on 87 octane gas. Note that I did not contemplate doing any towing with it (or only doing very light towing with it) when I bought it in 2006.
Next, the trailer: 2007 travel trailer, 22-ft tongue to bumper, 3880 lbs shipped weight, 345 lbs mfg tongue weight (I don't think that includes the two 7-gal propane tanks or 2 batteries). I had it loaded down with about 15 gallons of water in the fresh tank, plus another 250 lbs or so of our stuff. If I had to guess, I'd say the total weight was around 4200-4300 lbs, with the tongue weight approaching the 500 lb max. I also used a round-bar weight distribution hitch which is rated for 400-800 lb tongue weight, as well as a sway control bar.
I towed about an hour each way on hilly, windy mountain roads, no highway. Averaged around 10 mpg.
My impressions: Overall, I was impressed with the V6. It really pulls nicely at low rpms. On level ground, you hardly know you're towing. Going up and down hills is where it becomes apparent. On one particular stretch of hill, straight up, I kept it geared down in 2 or 3 and I was able to maintain about 40 up the pretty steep incline. I had a friend towing a heavier trailer with his big diesel truck behind me, and I wasn't holding him up, so I felt good about that, but having the V8 would have been really nice for those hills. I also kept a close eye on the temp -- even with the RPMs sustained at a higher level for the few minutes it took me to get up the hill, it stayed nice and cool, so that was encouraging, although I wouldn't want to do it a lot. I think next time I tow I'll make a point to put 91 octane in it, just for what little bit that helps.
Going down the hill was actually harder, partially because my brake controller wasn't calibrated right (the trailer brakes kept locking up on me when I would try to slow around turns). Once I got down the hill and calibrated it right, it felt a lot better. Still, you know that the trailer is pushing you, and the brakes are put to their test. Obviously, I geared down and let the engine brake when possible so I wasn't constantly on the brakes, and it does take some getting used to as far as how early you have to start braking, but what they say is true -- brake early! A few times I didn't brake early enough and I ended up taking some turns faster than I wanted to, which is a little scary.
One thing to note -- the 4R is pretty narrow compared to most trailers. I've towed flatbed trailers with it before and rear view wasn't an issue, but with the travel trailer, I quickly realized I couldn't see anything behind me. I wish I would have had towing mirrors attached. Having no rear vision wasn't a big deal on a two-lane road, but if you're on a freeway and have to merge and whatnot, having mirrors would be necessary, so I'm definitely going to order some towing mirrors before I tow the trailer again.
As for other issues, I learned I need to get the brake controller calibrated, and I also learned that I didn't really need the sway control bar for slower towing speeds. If I was towing on a freeway at 55 mph with trucks passing or in windy conditions, I would certainly want the sway control tightened down, but around corners getting out of town, it just made all sorts of clanging racket until I finally backed it all the way off. I also learned that the weight distribution is a MUST. I don't have airbags or anything, so when I put the trailer on the hitch, the rear sagged WAY down. The weight distribution completely helped that, and the truck and trailer sat about level.
So my conclusions: the V6 is capable as long as you stay within its capacities, get your truck equipped with the necessary equipment for towing, and aren't interested in winning any towing races. It showed its limitations on some of the hills where I had to keep it geared way down and the rpms up around 4k to hold its pace, but it made it up at a reasonable speed, without having to get near the red line, and without the temp rising. Obviously, if you're looking to do a lot of towing, do yourself the favor of getting the V8 (or a Tundra), and a big brake kit may be smart as well. I wished I had the V8 when I was towing, but if you already have a V6, towing a trailer is doable. Just be patient, take your time, plan ahead, take care of your truck, and be smart about it.
I hope this helps others who are curious about towing with their V6s.
First, the truck: 2006 SR5 V6 RWD. I upgraded to a Hidden Hitch 70779 hitch, put in a Hayden 678 tranny cooler, did a DIY tranny flush with Redline D4 ATF, and was running a Tekonsha Primus IQ brake controller. Other than that, completely stock. Not that it matters, but I also run Mobil1 5w30 motor oil in it. I towed on 87 octane gas. Note that I did not contemplate doing any towing with it (or only doing very light towing with it) when I bought it in 2006.
Next, the trailer: 2007 travel trailer, 22-ft tongue to bumper, 3880 lbs shipped weight, 345 lbs mfg tongue weight (I don't think that includes the two 7-gal propane tanks or 2 batteries). I had it loaded down with about 15 gallons of water in the fresh tank, plus another 250 lbs or so of our stuff. If I had to guess, I'd say the total weight was around 4200-4300 lbs, with the tongue weight approaching the 500 lb max. I also used a round-bar weight distribution hitch which is rated for 400-800 lb tongue weight, as well as a sway control bar.
I towed about an hour each way on hilly, windy mountain roads, no highway. Averaged around 10 mpg.
My impressions: Overall, I was impressed with the V6. It really pulls nicely at low rpms. On level ground, you hardly know you're towing. Going up and down hills is where it becomes apparent. On one particular stretch of hill, straight up, I kept it geared down in 2 or 3 and I was able to maintain about 40 up the pretty steep incline. I had a friend towing a heavier trailer with his big diesel truck behind me, and I wasn't holding him up, so I felt good about that, but having the V8 would have been really nice for those hills. I also kept a close eye on the temp -- even with the RPMs sustained at a higher level for the few minutes it took me to get up the hill, it stayed nice and cool, so that was encouraging, although I wouldn't want to do it a lot. I think next time I tow I'll make a point to put 91 octane in it, just for what little bit that helps.
Going down the hill was actually harder, partially because my brake controller wasn't calibrated right (the trailer brakes kept locking up on me when I would try to slow around turns). Once I got down the hill and calibrated it right, it felt a lot better. Still, you know that the trailer is pushing you, and the brakes are put to their test. Obviously, I geared down and let the engine brake when possible so I wasn't constantly on the brakes, and it does take some getting used to as far as how early you have to start braking, but what they say is true -- brake early! A few times I didn't brake early enough and I ended up taking some turns faster than I wanted to, which is a little scary.
One thing to note -- the 4R is pretty narrow compared to most trailers. I've towed flatbed trailers with it before and rear view wasn't an issue, but with the travel trailer, I quickly realized I couldn't see anything behind me. I wish I would have had towing mirrors attached. Having no rear vision wasn't a big deal on a two-lane road, but if you're on a freeway and have to merge and whatnot, having mirrors would be necessary, so I'm definitely going to order some towing mirrors before I tow the trailer again.
As for other issues, I learned I need to get the brake controller calibrated, and I also learned that I didn't really need the sway control bar for slower towing speeds. If I was towing on a freeway at 55 mph with trucks passing or in windy conditions, I would certainly want the sway control tightened down, but around corners getting out of town, it just made all sorts of clanging racket until I finally backed it all the way off. I also learned that the weight distribution is a MUST. I don't have airbags or anything, so when I put the trailer on the hitch, the rear sagged WAY down. The weight distribution completely helped that, and the truck and trailer sat about level.
So my conclusions: the V6 is capable as long as you stay within its capacities, get your truck equipped with the necessary equipment for towing, and aren't interested in winning any towing races. It showed its limitations on some of the hills where I had to keep it geared way down and the rpms up around 4k to hold its pace, but it made it up at a reasonable speed, without having to get near the red line, and without the temp rising. Obviously, if you're looking to do a lot of towing, do yourself the favor of getting the V8 (or a Tundra), and a big brake kit may be smart as well. I wished I had the V8 when I was towing, but if you already have a V6, towing a trailer is doable. Just be patient, take your time, plan ahead, take care of your truck, and be smart about it.
I hope this helps others who are curious about towing with their V6s.
