How well does a PT Cruiser tow a trailer???

[BB]

quote:Originally posted by Capt Kidd

[8)]Hi, I have a base early model 2001 and have been towing my 2000 lb.

I wonder why DC sets the limit at 1000 pounds? Frame too week for heavy towing?
BB

[PT_Sean]

quote:Originally posted by BB

I wonder why DC sets the limit at 1000 pounds? Frame too week for heavy towing?
BB

There is no frame on the PT- its a unibody. The tow weight is base don GCWR_ Gross Combination Weight Rating, the weight of the PT, occupants, load, fuel and the total weight of the trailer.

The PT has a GCWR of about 4500 pounds, set by drive-train, cooling, braking, suspension, ...

Subtract 3200 pounds for the PT, 300 pounds for 2 people (average), that leaves 1000 pounds for the draw weight.


Turbo's require extra precautions- the extra heat generated by the always-on turbo, if the weight is enough and the engine decides that the boost is required, may be too much for the turbo, engine, and other components. I would personally keep the tow weight to about 800 pounds or less with the turbo.

S

[THier]

Four words, DON'T LUG THE ENGINE, and you will be fine, I have a Wells 5X8 enclosed and it is no problem. The one suggestion I have, Get a light isolator, it has its own power module, so if there were ever a malfunction, short to ground, the load would be on the isolator NOT the cars electrical system. I may be anal, but I believe in trying to cover all bases.
Tom

[Quadrajet]

quote:[i]There is no frame on the PT- its a unibody. The tow weight is base don GCWR_ Gross Combination Weight Rating, the weight of the PT, occupants, load, fuel and the total weight of the trailer.

The PT has a GCWR of about 4500 pounds, set by drive-train, cooling, braking, suspension, ...

Subtract 3200 pounds for the PT, 300 pounds for 2 people (average), that leaves 1000 pounds for the draw weight.


Turbo's require extra precautions- the extra heat generated by the always-on turbo, if the weight is enough and the engine decides that the boost is required, may be too much for the turbo, engine, and other components. I would personally keep the tow weight to about 800 pounds or less with the turbo.

S

So the equation does not factor in the amount of usable torque generated by the engine? It seemed to me that the turbo (which generates about 100# more torque than the normal motor) would be able to pull more weight - yet Chrysler says 1000# max regardless of engine output.

So confusing [:I]

[PT_Sean]

quote:Originally posted by Quadrajet



So the equation does not factor in the amount of usable torque generated by the engine? It seemed to me that the turbo (which generates about 100# more torque than the normal motor) would be able to pull more weight - yet Chrysler says 1000# max regardless of engine output.

So confusing [:I]

Yes- the fact that DC has a BLANKET statement (1000 pounds regardless) indicates to me that its a BALL PARK measurement ONLY! Think about this- if I have 4, 200 pound people in the PT, could I still tow 1000 pounds? NO WAY!, regardless of torque. Does the owner's manual reference that? Again, no. So that 1000 blanket statement is subject to scrutiny.

The turbo's issue is not the torque, its the increase in HEAT that the engine will have to dissipate by having the turbo on all the time. Most turbo's (passenger vehicles, non-commercial) usually have a "DO NOT TOW WITH THIS VEHICLE" in their manual.

Another thing with th turbo- do indeed let the engine run a few moments after coming to a stop- if you shut down immediately, the oil pressure drops and the turbo may actually still be spooling down, WITHOUT OIL! Many trucks (dual turbos) and their young drivers make this mistake by shutting down at the coffee shop with the turbo still spooling at 90,000 RPM! clunk.

Another thing to consider, sorry to confuse, is the GAWR (gross axle weight rating), rear, when towing. The PT weighs 3100 for example. Assume that there is a 55/45% weight distribution. This would mean that the rear axle has 1395 pounds. If the trailer tongue weight is 100 pounds, you now have 1500+ pounds on the rear axle (the calc is MORE than just 1395 + 100 due to the fulcrum effect, the trailer ball isn't exactly on top of the rear axle, rather 2 feet back, and you have leverage).

Now- what is the GAWR for the PT? Watch that too. Don't forget to add gas, and luggage too!

Confusing? Yes, it is. Wait till you get into FRONTAL AREA, BRAKING, and ....

Trailer lights- using the powered converter. My thoughts are it is overkill, and expensive. But prudent I guess. Most trailer have maybe 6 running lights, 2-3 stop lights, certainly the standard wiring and fuses can handle the extra draw. As well, that cct is fused so if there is a prob, that is the fuse the goes. I have never used one of those, they are close to $50 here, the standard connector is $20 with the converter (4 to 3 wire) built in. Your call, I have never had issues with the standard wiring on either van (2), PT, wife's car, ... and I pull a Coleman trailer with the van with extra lights. I am not saying that its not a good idea, rather, for me, an un-necessary one.

Cruise on..

[MichaelDay]

PT Sean brings up interesting points. Most vehicles that were designed to tow list both a GVWR and a GCWR. The unibody is normally not considered suitable for towing much weight. The 100 pound hitch weight limit would support that logic. As a matter of fact, the PT Cruiser has a fairly low internal weight carrying capacity. Load up 4 large males, put in a couple of heavy suit cases and you are at (or over, depending on whether the occupants are over 200 pounds each) the GVWR. With the turbo, the unibody is more of a limiting factor than horsepower or torque.

For towing stability, the hitch weight should be 10-15% of the towed weight. Since Chrysler limits the hitch weight to 100 pounds that would indicate that a appropriate towed weight limit of 675-1000 pounds. As has been pointed out, hitch weight reduces the load on the front of the vehicle and increases the load on the rear of the vehicle since the weight is located several feet behind the rear axle. On the other hand, too little hitch weight (yes hitch weight can be negative, actually lifting up on the rear of the tow vehicle) can be a bad as too much hitch weight. Fortunately, with the weights we are talking about, you can use a bathroom scale to determine the actual hitch weight.

All that said, if you follow the advice of staying to about 1000 pounds towed weight, keep the hitch weight to a maximum of 100 pounds (but not less than 10% of the towed weight), let the engine idle for 3-5 minutes before shutting it down after towing and preferably run synthetic oil, you should be OK.

The wiring issue is interesting. I have found that MANY trailer wiring harnesses do not have an adequate ground and result in dimmed parking and brake lights. Many wiring harness installations result in reduced isolation that cause strange electrical problems. If you are going to be towing often, I would spring for the powered converter. If you are going to be towing very infrequently, it is not necessary. If there is any concern about the wiring (or the vulnerability of the wiring) on the trailer, adding diodes to the trailer wiring will significantly improve isolation between the wires by only allowing current to flow in one direction rather than back feeding into the PT's wiring.

[Quadrajet]

Crap.....guess I'd better keep my truck!

[PT_Sean]

quote:Originally posted by MichaelDay

PT Sean brings up interesting points. Most vehicles that were designed to tow list both a GVWR and a GCWR. The unibody is normally not considered suitable for towing much weight.

Good points.

My Chrysler van which is also unibody has a CGWR of 8300 pounds. Dry, the van is 2300 kg, about 5000 pounds. Max towing is 3600. Anywhere near that, and I am adding a weight distributing hitch, even with the uni-body, it will help.

ALL THAT BEING SAID, I aree with Micheal- 1000 pounds max please.

S