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How to Flat Tow a Jeep Wrangler Behind an RV
We're the Russos:
This is our 2015 Jeep Wrangler Sport Unlimited.
Now there are all kinds of cars on the market
that you can tow behind a motorhome.
The Jeep for us was our preference
because it's very simple to do
and there are a lot of aftermarket accessories
for the Jeep to be flat towed behind a motorhome.
We love this thing and we've towed it
over 15,000 miles miles behind our motorhome.
Today, I'm going to tell you all about how we do that.
First thing is, starting off with the motorhome, truck
any type of vehicle that actually has the
capacity to tow something this large.
Our Jeep weighs in at just around 4,500 pounds
fully-loaded in the back with the tank of fuel
and our motorhome has a 5,000 pound tow capacity
and it tows this just fine.
Now the weight of your Jeep is going to differ between
whether you have the Sport, the Rubicon,
what kind of accessories you put on it.
We actually got a aluminum bumper
to help keep the weight down.
This weighs just about as much as the stock bumper.
The steel bumpers away a lot more.
So that's something to take into consideration.
After you figured out your motorhome's tow capacity
the next component you need to start
looking into is a tow bar.
There are all sorts of tow bars on the market.
We went with the Ready Brute Elite
for a number of reasons that I'll touch on in this video.
But there are a number of other companies
that produce tow bars like Roadmaster, Blue Ox, etc...
You need to find one that has the amount of capacity
to tow a vehicle like this.
The Ready Brute Elite can tow up to 8,000 pounds.
So for us that was perfect.
Now you're tow bar will connect to the motorhome
via the motorhomes hitch receiver
and then you'll have two arms that will
come back to the Jeep
and connect to the Jeep via these brackets.
A lot of people will use base plates for their Jeep.
We chose to go with a fully integrated bumper
from Rock Hard 4x4.
If you want to review on that bumper
or the tow bar were using, we'll link to those videos here.
The bumper is all aluminum.
It has the brackets that are bolted directly
into the frame of the Jeep, which we prefer.
The next thing is to figure out how to stop your Jeep.
For us, with the Ready Brute Elite tow bar,
it's an inertia driven braking system.
Which means when we break the motorhome,
the Jeep will push up against the motorhome and
activate a lever that pulls a cable,
that pulls our break.
So this is directly tied into our brake.
There's no electronics or anything to really go wrong.
There are electronic systems on the market
that you can consider,
but we prefer to go with the inertia driven
mechanical system.
The other thing is, when you're braking,
you need the brake lights and the turn signals to work.
So this cable here is tied into our
light system in the back.
This is a Cool Tech wire harness
and we connect it to the RV via an umbilical cord
that goes from here directly into the
7 pin adapter on the RV.
The final thing on the list is to make sure you have a
heavy-duty set of safety cables that
could hook on to your bumper.
As well as a breakaway system.
That's this little guy down here.
Now, this is really in case something
happens with your tow bar
or the hitch receiver breaks away from the motorhome.
You don't want your Jeep going down the road
without any brakes.
So, the safety cable keeps it connected to the RV,
but if the hitch receiver breaks off
and the safety cables are no longer of any use.
This cable is actually tied into the frame of the RV
and as the jeep is moving away from the RV
it'll pull the brakes, lock those in place
and the Jeep will stop in the middle of the road.
This is a lot better than having your Jeep
going careening down a highway.
There are plenty of stories on the internet
about things like this happening.
And we actually met a couple who were
driving down the road, started to slow down,
and they saw their Jeep passing them on the highway.
Luckily the Jeep went off into the dirt
and they were able to go get it,
but sometimes people aren't that lucky
and the car will go incoming traffic.
You do not want that to happen because you are
responsible for anything that happens with your Jeep.
It's very quick to hook the Jeep up to the tow bar.
Just make sure that once it's hooked up,
you go through all the components and have a checklist
to make sure you haven't forgotten any pins,
all your cables are hooked in right places, etc...
The final part is to put your Jeep in tow mode.
Different Jeeps have different ways of doing this.
So we suggest going through your manual
and reading step-by-step how to do it
as you put your Jeep into mode.
It's very simple to do, but there is a specific sequence
that you have to follow in order to do it correctly.
In closing, once you have a vehicle that can
adequately flat tow your Jeep behind,
it's really about finding the right components
that work for your vehicle in your situation.
We will link to everything we've used to flat tow
our Jeep in the description below.
Thank you guys so much for watching.
If you enjoyed this video give it a thumbs up.
Subscribe! And let us know in the comments
what kind of vehicle you tow and how you do it.
Thanks for watching guys. Bye!
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2012 PickupTrucks.com Midsize Shootout
Cars.com:
i'm mark williams for pickup trucks .
com and we're here in Southern
California conducting our mid-sized
shootout where we're taking seven pickup
trucks over the course of three days and
putting them through a battery of tests
the seven trucks in our tests are the
2012 chevy colorado the 2011 ford ranger
the 2012 GMC canyon the 2012 honda
ridgeline the 2012 nissan frontier the
2012 suzuki equator and the 2012
toyota tacoma
day one starts at the dyno to get
horsepower and torque numbers at the
rear wheels we move right into our fuel
economy run 200 miles around some of the
harshest most difficult pavement roads
in Southern California day to four by
four day we get a chance to do hill
climbing and running through the high
deserts above Los Angeles day three is
at the speedway you get a chance to do
zero to 60 and 62 0 brake testing both
loaded and unloaded at maximum payload
let's check out the top three trucks
coming in third is the 2012 honda
ridgeline which came to our competition
with an all new sport package that
included a new blacked out front wheel
unique wheels and tires and several new
interior trim pieces from the outset of
our test the ridgeline impressed our
test drivers with its strong fuel
economy winning that specific events
with a combined average of twenty point
nine miles per gallon
even though it was one of the heaviest
vehicles in our test
not surprisingly the ridgeline was a
driver favorite on pavement because of
its full-time all-wheel drive and quick
3.5 liter v6
however where the ridgeline did have
trouble was directly related to the
off-road portion of our test off the
pavement the four-wheel independent
suspension
lack of a transfer case limited its
overall capability
likewise having the smallest engine
providing the least amount of torque in
our dyno testing didn't help either but
we don't want to leave you with the
wrong impression here at thirty thousand
dollars
the ridgeline provides a strong value
choice especially if you don't need
serious four-by-four capability
coming in second place is the 2012
nissan frontier our test unit came to us
in sv four by four trim packaging
interestingly the frontier was the
stealth competitor in our tests not
standing out in any of our 10 tests but
always garnering solid praise and strong
scores from our objective tests and our
test drivers in fact the frontier did
not win a single event but came in
second or third in more than half of
them some of the frontiers highlights
include having the second-best payload
capacity the highest gross combined
weight rating and the highest towing
capacity clearly nissan has a good
strong platform here but we also really
like the gods of power that comes from
the four liter v6 only the Colorado's 5
3 litre v8 could beat it 0 to 60
performance on the track and that was
only by one one-hundredth of a second
where the frontier fell short against
other competitors was when we directly
compare the interior styling comfort and
material choices but a twenty-nine
thousand dollars we found our friends
here to be a great value especially if
you need your truck to work like a truck
and winning pickup trucks dot-coms 2012
mid-sized shootout was the 2012 toyota
tacoma fully dressed out and all the TRD
four-by-four accessories
the tacoma was a strong competitor from
the very beginning of our test either
winning or ranking a top-three finish
and all the two of our 10 events to be
specific the tacoma ranked first and
empty and loaded breaking both our
off-road events as well as our value and
expert impression sections
although not the heaviest of our
competitors the tacoma had the most
solid chassis field both on and off road
the tacoma was our most expensive player
at over thirty four thousand dollars but
our judges were unanimous and choosing
the 2012
toyota tacoma pickup trucks dot-coms
mid-sized shootout champion for more
information specs and data check out
pickup trucks com
for more
exadata check out pickup truck . com
yeah
Ford Ranger Review with Towing
Snowbirds & RV Travelers Magazine:
Ford says the new Ranger fulfills truck owners demand for a built Ford Tough midsize pickup.
The specs look great but does the driving experience hold up to expectations.
Let's find out. We strapped in behind the wheel of the
new Ranger in La Jolla California
and set out for the one and a half hour
drive to the Bradford Ranch for off-road testing.
Twisting our way along the two-lane highway the Ranger handled the curves with minimal rolling.
The suspension was comfortable although a little floaty for my taste.
However this softness settled down later on in the payload and trailering tests
and was awesome at smoothing out the off-road terrain.
We were in the 4x2 Super Cab XLT.
The space is adequate for short drives
but the Super Cab is really better for families with smaller people in the rear.
The Super Crew gives you a full 4 inches more legroom and an extra 3 inches of headroom,
making it the best option for traveling with four adults.
Braking was solid and confident as we occasionally ran up behind some snail's pace trucks.
Acceleration was good for a small pickup.
Not snap your head back acceleration but adequate.
Even at 60 miles per hour when you need to pass.
The 2.3 litre Ecoboost made into the 10 speed transmission provided very smooth acceleration.
Unless you're really paying attention you don't even notice this shift changes.
A bone of contention for some drivers is the auto stop start technology.
I can say that it worked flawlessly on our trials
and you can
turn it off with a push of a button.
Overall I enjoy the driving experience. The Inline-four does produce 270 horsepower,
310 pound-feet of torque
and gets 21, 26 and 23 miles per gallon city, highway and combined.
and Ranger buyers will have to be happy with it
as it is the only engine option
When asked why, Ford staff said they believed this is the best engine choice for the truck
I asked why not include the existing 2.7 litre EcoBoost
The answer was they wanted a shorter, lighter engine for the truck.
Any weight savings means a bigger payload capacity
and in this case, it is a segment leading 1860 pounds.
that's roughly 300 pounds better than the competitors.
The shorter engine improves the approach angle of the truck
and makes room for
the powered cooling fan
improving off-road and towing capability.
Now for the off-road test.
First up was a test of Ford's Trail Control feature
which is also found in the Ford Raptor
and they chose the 2019 Tacoma Crawl Control to
do a head-to-head comparison.
Both systems are essentially an off-road
cruise control
which allow computer-controlled throttle and braking to each wheel.
Ford made theirs with a range of 1 to 20 miles an hour
while the Toyota system only works between 1 and 5 miles per hour
It was immediately apparent that the
Ford Trail Control system is much smoother
and quieter.
The off-road course was a circuit that included some mud,
off camber corners, open running, small climbs and descents.
Typical terrain for reaching that out-of-the-way fishing hole or your favourite isolated camping spot.
This is where the Ranger
really did shine.
The suspension work to keep higher off-road speeds
controllable and comfortable.
4x4 was dependable throughout
and made easy work of the course.
When it comes to off-road we like what Ford has is done.
This is a body-on-frame construction with a solid rear axle by Dana,
and the Ranger comes with a rear locking differential.
It is an offload truck that will get you where you need to go to have fun.
The Ranger has a max payload of 1860 pounds in the best 4x2 configuration.
Driving with this payload for acceleration, braking and cornering was like it wasn't even there.
But the ride did improve, as the suspension didn't
feel like we were floating down the road
like it did when we were unloaded.
We tested the tow capability of the Ranger by hooking it up to a boat.
The 2.3 litre EcoBoost delivers a best-in-class for gas, tow rating of 7,500 pounds.
You can accelerate adequately in traffic
and safely bring the truck to stop.
You will want to take the corner slowly though
and keep in mind that your truck can be narrower than your load so drive cautiously.
The trailering package has the Ford blind spot information system, BLIS.
Which after the trailer is hooked up
radar and the tail lights monitors vehicles in your blind spots right to the back of the trailer.
The Ranger can store up to three different trailer profiles
taking into account the trailer
length to let you know if there's a vehicle there.
Analysts say the Ranger will rise to be the number two brand in the segment.
Please let us know what your think in the comments below.
If you enjoyed this video smash that like button and if you want to see more please subscribe.
Towing a Trailer to Colorado to Ride MTB!
Seth's Bike Hacks:
This video was supposed to be about mountain
biking, but I only have a limited amount of
footage concerning that topic.
Over the last few days all I did was drive,
and sleep in the back seat while my wife drove.
The plan was to attend an expo in Utah called
Outbike.
Rather than fly there and stay at a hotel,
we decided to take a trailer out West for
3 weeks.
The trailer was a rental that I found online
on what amounts to an Airbnb for campers.
The length, weight, and price of this trailer
met all our criteria, and we’d be able to
pick it up in Tennessee on our way out West.
So on Thursday night I loaded up the car with
my bikes and a bunch of bins containing everything
we’d need for three weeks.
My sister would be joining us, as well as
this ridiculous animal.
Therein lies the reason why we really needed
a trailer.
Not only are pet friendly hotels expensive
and hard to come by, but Drama isn’t very
sporting.
So he’ll need a secure and familiar place
to stay while we’re out doing stuff.
A place with climate control, that smells
like his humans.
We picked up the trailer and drove throughout
the night to Bentonville Arkansas.
Including the time it took to pick up the
trailer we were on the road for about 18 hours,
during which time we had to stop for gas a
lot.
The trailer cut our fuel economy to under
15 miles per gallon, and from what I hear
that’s not so bad.
In any case, you can’t rely on Google’s
arrival times when you’re towing.
We eventually made it to Bentonville, and
set up at a pretty nice campsite in Rogers.
One of the nice things about the trailer is
being able to disconnect it from the car.
The not so nice part is actually doing that.
Bentonville is one of my favorite cities because
there’s so much to do in such a small area.
I also have a ton of subscribers there.
As a stop on our way to Utah, it was a no
brainer.
This is the part of the video where I actually
get to ride my bike, as I had scheduled a
Patron meet up in Slaughter pen.
Slaughter Pen is a trail system accessible
from downtown Bentonville.
There’s everything from singletrack, to
jumps, to random features scattered about.
With all the stuff to ride in Slaughter pen,
you’d think we’d be content to lay down
some miles.
But of course we chose to session the grassy
side of this landing.
I never did land this 270, by the way.
After some riding, some loitering, some pictures
with Drama, and of course a trip to pedaler’s
pub, our day in Bentonville was in the books.
It was time to set out to Buena Vista Colorado.
We’d start by driving through Missouri,
and then Kansas.
Now I’m sure there’s a lot of cool stuff
in Kansas, and in fact there’s an IMBA Epic
out there, but if you’re driving through
Kansas on Route 70, you won’t get to see
any of that because it’s nothing but this.
And this, and some of this—for 424 miles.
You’ll also find out that Kansas is not
totally flat.
From East to West it actually increases in
elevation gradually by a few thousand feet.
It’s also windy as fuck.
With all that wind and the trailer, we barely
broke 60 mph, but we did eventually reach
Colorado.
I guess we were expecting the Rocky Mountains
to rise dramatically upon passing that sign,
but they didn’t.
We just got more of this for hours.
There is this cool diner though.
After driving into the afternoon and approaching
Denver, the scenery did change, but so too
did the weather.
[[phone call with alex]]
Less than two hours from our campsite in Buena
Vista, we made the gametime decision to go
all the way to Grand Junction.
It would add another 7 hours to our drive,
but we’d be warm, dry, and with no shortage
of trails.
And, if we died on the way there it would
be completely Alex’s fault.
We had been on the road for 24 hours, through
Missouri, Kansas, the part of Colorado that’s
exactly like Kansas, and finally the the Rocky
Mountains.
We were over it.
During the most exciting part of the drive,
we were just ready to set up the trailer and
go to sleep.
And we did.
The
next morning we woke up in Grand Junction,
to more rain.
Alex came by to get some editing done with
me and
check out
the trailer.
The trailer really is everything we hoped.
It lets us sleep, cook, and work in a familiar
space.
It really is our home away from home.
While I’m working and editing, my wife and
sister can take the car out to go hiking.
Although our brutal drive is now over, this
trip has just begun.
We’re in a great mountain biking destination,
surrounded by awesome scenery.
So I promise that the next video won’t have
much to do with driving, or sleeping, because
now I can focus on the reason we came here
in the first place.
Thanks for riding with me today, and I’ll
see you next time.
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