As far as I understand it, its as straightforward as you say - torque
convertors are designed to tolerate slip by their nature, and clutch
friction linings can only take small amounts without the heat building to a
level which fries the friction linings. Added weight means more inertia to
overcome from a standing start, requiring more slip to get the drivetrain
moving enough to fully engage the flywheel and gearbox input. The extra heat
is more lethal to clutches than to autos with oil coolers.
I'm sure the maximum weights quoted will be on the conservative side, but
there are limits... out of a mix of desperation and stupidity I once tried
to tow my Jaguar XJ6 (with a failed forward clutch in its auto) with my
wifes 1.3L Nissan. A mile and a half down the road its clutch started to
slip and within no more than another 20 yards the linings were non-existent,
with massive amounts of heat (temp gauge over in the red) and a big smell !
So back down the hill we went, with a Jag that would only go backwards,
towing the Nissan...
Well, some things you learn the hard way I suppose :(
Neil
> -----Original Message-----
> From: owner-6pack@autox.team.net [mailto:owner-6pack@autox.team.net]On
> Behalf Of Don Malling
> Sent: Saturday, February 01, 2003 03:26
> To: 6-Pack
> Subject: Re: Towing my LBC
>
>
> List,
>
> I have had several responses to my note. All say towing my TR250/MGB on
> a trailer with a 3.0L V6 Ranger will work. Obviously not as well as with
> something larger, but not dangerous -- as long as the trailer has
> brakes.
>
> However, I would feel better about all this if I had some insight as to
> why the same truck -- same engine -- same 4 wheel drive -- same axle
> ratio, but with a automatic rather than 5 speed has a much higher weight
> rating: 3,820# rather tha 2,360# max trailer weight and 7,500# rather
> than 6,000# GCWR.
>
> I know towing is harder on a clutch than on a torque converter, but is
> that all there is to it? Any thought?
>
> Thanks again to all who answered. I guess I just like to know the "why"
> of things if I can. If I think it's just the clutch, and it's really
> something else, maybe I could cause myself some trouble.
>
>
> Don Malling
>
>
>
>
> Don Malling wrote:
> >
> > List,
> >
> > I have a 1993 Ford Ranger 3.0L V6 4 wheel drive manual 5 speed with low
> > range 4 wheel drive. It has 40K miles and gets better than rated gas
> > mileage, so I think it's in good condition. I would like to use it to
> > tow my Triumph/MGB on a trailer.
> >
> > The Ford towing literature says that the max trailer weight is 2,360#
> > with a GCWR 6,000#.
> >
> > The same truck with same engine, 4 wheel drive, same axle ratio, but
> > with automatic transmission has a maximum trailer weight of 3,820# with
> > a GCWR of 7,500#.
> >
> > That's 1460# more max trailer weight and 1500# more GCWR for the
> > automatic transmission.
> >
> > I had always knew that the automatic's were easier on the drive train
> > for starting from a stop with a trailer load, but I didn't realize there
> > was such a difference.
> >
> > I'm not sure I understand the difference. I had assumed that the clutch
> > on a truck would hold the load (hold the engine) -- the engine would
> > simply slow down under a load -- going up a hill. Does the weight
> > difference mean that I will slip the clutch under load on the open road
> > with the manual?
> >
> > The trailer weight rating of 2360# is about the weight of an LBC. I had
> > hoped I could build/buy a trailer at about 600# or so. Looks like I will
> > be over the weight limit by the weigh of the trailer.
> >
> > Any thoughts? Are the factory ratings conservative? Can I get away with
> > 600# or so over weight? I would be sure to have brakes on the trailer,
> > plus I can down shift on the hills.
> >
> > Don Malling
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