Chevrolet Equinox 2014, Express 2014, Silverado 1500 2014, Silverado 2500HD 2014, Silverado 3500HD 2014 Trailering Guide

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2014 chevrolet trAIlerING GUIDe

TABLE OF CONTENTS

02 SELECTING A VEHICLE/MAXIMUM TRAILER WEIGHT RATINGS

03 VEHICLES AND HITCHES

04 TRAILERING BASICS

05 IMPORTANT INFORMATION ABOUT TRAILERING

06 THINGS YOU SHOULD KNOW BEFORE YOU START TRAILERING

08 TRAILERING TECHNOLOGIES

09 SILVERADO CONVENTIONAL TRAILER WEIGHT RATINGS

10 SILVERADO FIFTH-WHEEL/GOOSENECK TRAILER WEIGHT RATINGS

11 SILVERADO HD CONVENTIONAL TRAILER WEIGHT RATINGS

12 SILVERADO HD FIFTH-WHEEL/GOOSENECK TRAILER WEIGHT RATINGS

13 TAHOE, SUBURBAN AND EQUINOX TRAILER WEIGHT RATINGS

14 TRAVERSE AND EXPRESS PASSENGER VAN TRAILER WEIGHT RATINGS

15 EXPRESS CARGO VAN TRAILER WEIGHT RATINGS

16 DINGHY TOWING

SELECTING A VEHICLE/MAXIMUM TRAILER WEIGHT RATINGS (LBS.)

The chart below gives you an idea of the maximum amount of weight you can confidently and safely trailer with different Chevrolet models when your vehicle is properly equipped. When determining the total weight of trailer and cargo, include the weight of any additional passengers and optional equipment (driver weight and base equipment are already included). See pages 09–15 for maximum trailer weight ratings by specific model.

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

9,000

10,000

11,000

12,000

13,000

14,000

15,000

16,000

17,000

18,000

19,000

20,000

21,000

22,000

23,000

24,000

Cruze

Equinox

Traverse

Express 1500 Passenger Van

Express 1500 Cargo Van

Suburban

Tahoe

Express 2500 Passenger Van

Express 3500 Passenger Van

Express 2500/3500 Cargo Van

Silverado 1500

Silverado 2500HD

Silverado 3500HD

1,000

3,500

5,200

6,200

6,700

8,100

8,500

9,800

10,000

12,000

17, 800

23,100

1 Maximum trailer weight ratings are calculated assuming a base vehicle, except for any option(s) necessary to achieve the rating, plus driver. The weight of other optional equipment, passengers and cargo will reduce the maximum trailer weight your vehicle can tow. See your Chevrolet dealer for additional details. 2 Towing not recommended on Eco model.

VEHICLES AND HITCHES

Hitch Ball on Step-Bumper Hitch Ball on Draw Bar Weight-Distributing Hitch with Sway CoverGooseneck HitchFifth-Wheel Hitch

SELECTING THE RIGHT HITCH Choosing the right hitch and

making the proper electrical connections affects how your vehicle handles, corners and brakes, and allows you to alert other drivers of your intentions. Before selecting a hitch or trailering package, you should be familiar with the weight ratings specific to your Chevrolet vehicle, which are detailed on pages 09–15.

SELECTING TRAILERING EQUIPMENT Most Chevrolet vehicles

offer a variety of standard and available equipment for enhanced trailering performance. Aside from the equipment described below, features such as heavy-duty cooling and extendable trailering mirrors may be available. See your Chevrolet dealer for more information on the model you’re interested in.

WEIGHT-CARRYING HITCH This consists of a hitch ball mounted

to a step-bumper or draw bar. Hitch balls are available in a range of sizes. Make sure that the diameter of your hitch ball matches your trailer coupler. Also check that the ball meets or exceeds the gross trailer weight rating.

WEIGHT-DISTRIBUTING HITCH This hitch type distributes the

trailer tongue load by using spring bars to shift some of the hitch weight forward onto the tow vehicle’s front axle and rearward to the trailer’s axles.

FIFTH-WHEEL HITCH AND GOOSENECK HITCH These are designed

for heavy trailering. Located in the bed of the truck, these hitches position the trailer’s kingpin weight over, or slightly in front of, the truck’s rear axle. Fifth-wheel and gooseneck hitches are most frequently used with travel trailers, horse trailers and other large trailers.

HITCHES It’s important to have the correct hitch equipment.

• If you’ll be towing a trailer that requires a weightdistributing hitch, be sure to use a frame-mounted, weight-distributing hitch proper size

• If you have to make any holes in the body of your vehicle to install a trailer hitch, be sure to seal the holes if you ever remove the hitch. If they’re not sealed, dirt, water and deadly carbon monoxide from the exhaust can get into your vehicle

FIFTH-WHEEL TRAILERING Some Silverado models can be

equipped with a fifth-wheel or gooseneck trailer hitch.

• Follow the manufacturer’s directions for installation, but note that the hitch must be attached to the truck frame. Do not use the pickup bed for additional support. For proper kingpin tongue load distribution and control of the trailer, the hitch must be mounted so the kingpin load is placed (over or slightly) ahead of the rear axle centerline

• Fifth-wheel trailer kingpin loads are higher than conventional trailer tongue loads, so pay careful attention to the truck’s payload capacity and rear axle weight ratings

• Your Chevrolet dealer can help you calculate the maximum allowable payload and GVWR required for your fifth-wheel trailering application. The weight of any additional equipment and all passengers other than the driver must be subtracted from the payload weight to determine the maximum kingpin load available

and sway control of the

WIRING HARNESS This allows you to connect the electrical

components of your trailer, such as turn signals and brake lights, to the trailering vehicle. Select Silverado models and all Suburban and Tahoe models feature a seven-pin wiring harness to streamline hookup of trailer lighting and brakes, and a bussed electrical center makes it easier to connect the integrated trailer brake controller.

TRAILER BRAKES These are required above a 2,000-lb. trailer

weight on Silverado, Tahoe, Avalanche and Suburban, and above a 1,000-lb. trailer weight on all other models. The most common trailer braking systems are surge brakes (found primarily on boat trailers) and electric brakes (often used on travel trailers, horse trailers and car haulers). Surge brakes are a self-contained hydraulic brake system on the trailer, activated during deceleration as the trailer coupler pushes on the hitch ball. An electric trailer brake system uses a brake control unit mounted inside the trailering vehicle; it operates by sensing the vehicle brakes and then applying the trailer brakes.

SERIES In general, a higher series number in a model indicates

a greater load-carrying capacity. In addition, a vehicle with a higher series number typically has a stronger frame, stiffer suspension and higher-capacity brakes, increasing the vehicle’s ability to trailer heavy loads.

1 Not required on Silverado 2500HD or 3500HD.

TRAILERING BASICS

Towing a trailer involves all major vehicle systems of your Chevrolet vehicle. Easy and safe trailering requires a properly equipped vehicle, additional trailering equipment and an appropriate trailer. It also requires loading both the vehicle and trailer properly, using safe driving techniques, meeting regional legal requirements, and following break-in and maintenance schedules. The vehicle owner is responsible for obtaining the proper equipment (hitch ball, hitch type of the proper size and capacity) required to safely tow both the trailer and the load that will be towed. For more information, consult your Owner’s Manual or speak to a trailering expert at your Chevrolet dealer. These charts will assist in determining how to best equip your Chevrolet vehicle for trailering. To help you understand the charts, consider these trailering factors:

TRAILE R CLA SSIFICATION TYPICAL EX AMPLES TY PICAL GR OSS TR AILER WE IGHT EX AMPLE S TYPICAL HITCH TYPE

Light-Duty (I) Folding camping trailer, snowmobiles and personal watercraft trailers (trailer and cargo combined) Up to 2,000 lbs. gross trailer weight Weight-carrying hitch

Medium-Duty (II) Single-axle trailers up to 18 ft., open utility trailers and small speedboats 2,001–3,500 lbs. gross trailer weight Weight-carrying hitch

Heavy-Dut y (III) Dual- or single-axle trailers, larger boats and enclosed utility trailers 3,501–5,000 lbs. gross trailer weight Weight-carrying hitch

Extra Heavy -Duty (IV) Two-horse, travel and fifth-wheel recreational trailers 5,001–10,000 lbs. gross trailer weight Weight-distributing hitch

Maxi mum Heavy -Duty ( V) Largest horse, travel and fifth-wheel recreational or commercial trailers 10,001 lbs.-and-above gross trailer weight Weight-distributing hitch,

RGAWR AND GVWR Addition of trailer hitch weight cannot cause

vehicle weights to exceed Rear Gross Axle Weight Rating (RGAWR) or Gross Vehicle Weight Rating (GVWR). These ratings can be found on the certification label located on the driver door or doorframe.

GCWR The Gross Combination Weight Rating is the total

allowable weight of the completely loaded vehicle and trailer.

TRAILER WEIGHT RATING This rating is determined by

subtracting the tow vehicle’s weight (curb weight) from the Gross Combination Weight Rating (GCWR). Base vehicle (curb) weight plus driver is used, so additional passengers, equipment and cargo weight reduce this rating.

NOTE The safety steps described here are by no means the

only precautions to be taken when trailering. See the Owner’s Manual for your Chevrolet vehicle for additional guidelines and trailering tips.

TRAILERING CAUTION If you don’t use the correct equipment

and drive properly, you can lose control of your vehicle when you pull a trailer. If the trailer is too heavy, your vehicle brakes may be less effective. You and your passengers could be seriously injured. Pull a trailer only after you have read the information in this guide and followed the steps on the following pages.

or weight-distributing hitch

or fifth-wheel hitch

fifth- wheel hitch or gooseneck hitch

1 Represents minimum recommended hitches. Please refer to your trailer’s Owner’s Manual or ask your Chevrolet dealer. 2 Not required on Silverado 2500HD or 3500HD.

IMPORTANT INFORMATION ABOUT TRAILERING

The information below is intended to give you some details about the trailer ratings on your vehicle and a way to ensure that the vehicle you use can handle the load you want to pull.

TRAILER WEIGHT RATINGS AND GROSS COMBINATION WEIGHT RATINGS Chevrolet engineers perform extensive

testing of acceleration, handling, braking, and thermal and structural performance to determine the Gross Combination Weight Rating (GCWR) and the trailer weight rating for your vehicle. The GCWR is the total allowable weight of the completely loaded vehicle and trailer including any passengers, cargo, equipment and conversions. You should not exceed the GCWR of your vehicle when you tow a trailer.

Chevrolet also calculates and publishes a trailer weight rating for each model or series of Chevrolet vehicles for comparison purposes. The trailer weight rating is not specific to an individual vehicle and is most useful for comparing product lines to one another to help you select a product that will meet your needs. When you buy a vehicle, you should ensure that the total load (including passengers, cargo and equipment) you intend to pull with it will be less than the trailer weight rating of the vehicle.

Because the trailer weight rating is calculated for a line of vehicles, rather than an individual load situation, some standardized assumptions are made when calculating the trailer weight rating. First, the base curb weight of that type of vehicle is used (the weight of a standard equipped vehicle without any options). Second, it is assumed that there is only one person in the vehicle (the driver) who weighs 150 lbs. Third, it is assumed there is a certain tongue weight for the load (a tongue weight is the weight of only the tongue of the

loaded trailer). For conventional trailering, a tongue weight that is 10% of the loaded trailer weight is used. For fifth-wheel/ gooseneck trailering, a tongue weight that is 16.7% of the loaded trailer weight is used.

HOW TO KEEP YOUR LOAD WITHIN THE CAPABILITIES OF YOUR VEHICLE To be sure that your trailering combination is

appropriate for your vehicle, you must first obtain the weight of your specific vehicle, with all the optional equipment you ordered. You can take your vehicle to a weigh station to get this figure, or you can see your dealer who can help you calculate this figure based on the weight of the options you ordered. You can then subtract the weight of your vehicle from the GCWR. The difference between the two is the capacity you have available for your cargo, passengers, trailer, load and any other equipment you might use to set up your trailer. Put another way, your GCWR should always be greater than or equal to the weight of your vehicle, passengers, cargo, trailer (with equipment) and load.

It is also important that your vehicle and your trailering combination do not exceed the tongue weight, Gross Vehicle Weight Rating (GVWR) or Rear Gross Axle Weight Rating (RGAWR) limitations for your vehicle. The only way to be sure to not exceed any of these ratings is to weigh the tow vehicle and trailer combination, fully loaded for the trip, getting individual weights for each of these items. This can be done at a weigh station with a multi-platform scale.

The tongue weight for your trailer is the downward force of the coupler of the trailer on the vehicle hitch. You can calculate the tongue weight by placing the tongue of the trailer on an appropriate scale. For conventional trailering, the tongue weight should be 10% to 15% of the loaded trailer

weight. For fifth-wheel/gooseneck trailering, the tongue weight should be 15% to 25% of the loaded trailer weight.

The GVWR is the maximum amount the vehicle itself should weigh, including the as-equipped weight of the vehicle plus the cargo, passengers and trailer tongue weight. Put another way, the GVWR should always be greater than or equal to the weight of your vehicle, passengers, cargo and tongue weight.

Finally, the RGAWR is the maximum allowable weight the rear axle can carry. You can weigh your fully loaded vehicle and trailer at a multi-platform weigh station to determine the weight on the rear axle of the vehicle and ensure that you do not exceed the RGAWR. You can find both the GVWR and the RGAWR on the Certification/ Tire label, which is found on the rear edge of the driver door.

CHANGE IS COMING The Society of Automotive Engineers (SAE)

has recently announced some new guidelines for trailer ratings. General Motors will therefore be changing its ratings in the next few years. GM has tested and prepared ratings to the new SAE standard and is ready to implement the new ratings when it won’t create consumer confusion about comparisons of vehicles commonly used for trailering. At this point, key competitors are continuing to use their existing ratings for 2014 model year pickups, so GM has decided that retaining the existing rating system for the 2014 model year will reduce confusion for dealers and customers.

Please always refer to your Owner’s Manual for more information on trailering and on how to drive using a trailer.

THINGS YOU SHOULD KNOW BEFORE YOU START TRAILERING

BEFORE YOU TRAILER

SAFETY CHAINS Always attach safety chains between your

vehicle and your trailer and cross them under the tongue of the trailer so that the tongue will be less likely to drop if the trailer should separate from the hitch. Leave enough slack in the chains so you can corner without the chains impeding the movement of the trailer. Do not allow safety chains to drag on the ground.

LOADING YOUR TRAILER Load your trailer to attain a 10%–15%

tongue weight. A good rule of thumb is to distribute 60% of the load over the front half of the trailer and evenly from side to side. Loads sitting either too far forward or too far back in the trailer can create unstable trailering conditions —such as trailer sway — at highway speeds and during heavy braking. Once the trailer has been loaded and the weight is distributed properly, all cargo should be secured to prevent the load from shifting.

SAFETY CHECKLIST Before starting out on a trip, double-

check the hitch and platform, the hitch nuts and bolts, mirror adjustments, safety chains, and vehicle and trailer lights. Make sure that a sway-control device is installed, if required, and that the device is working properly (see charts on pages 09–15). Check tire pressure on both the tow vehicle and the trailer. If your trailer has electric brakes, test them by manually engaging the brake controller while the vehicle is moving slowly. Check to see that the breakaway switch, if available, is connected and functioning properly. Finally, make certain that all loads are secure.

ON THE ROAD

ACCELERATING/BRAKING Avoid overworking your engine when

trailering by applying gradual pressure on the accelerator. Allow your vehicle to safely reach a comfortable driving speed.

Give yourself extra time and room when merging onto highways. Braking when pulling a trailer requires extra distance. Allow ample room to come to a safe stop. A good measure for determining a safe following distance is to allow one vehicle and trailer length between you and the vehicle ahead of you for every 10 mph of speed. When braking, use firm, steady pressure on the brake pedal.

CONTROLLING TRAILER SWAY Sway refers to instability of the

trailer relative to the tow vehicle, and often results from improper weight distribution, excessive speed or overloading. Other factors that can cause sway are crosswinds, poor vehicle maintenance and road conditions. Trying to steer out of sway will likely make it worse. Speed is a major contributor to trailer sway, so you need to slow the vehicle — braking, however, could lead to a jackknife or other loss of control.

TO CONTROL SWAY

• Hold the steering wheel as steady as possible

• Release the accelerator but do not touch the brake pedal

• Activate electric trailer brakes (if equipped) by hand, until

the sway condition stops

• Use the vehicle brakes to come to a complete stop

You should then pull your vehicle to the side of the road and attempt to determine the cause of the instability. Check the cargo load for shifting and improper weight distribution. Check tire pressure on the tow vehicle and trailer and the condition of the suspension and shocks. If the sway was caused by strong winds, wait for conditions to improve before continuing your trip.

Finally, some trailers can be equipped with anti-sway devices. Contact the manufacturer of your trailer for availability.

CORNERING The turning radius of a trailer is typically much

smaller than that of your vehicle; therefore, a trailer may hit soft shoulders, curbs, trees or other objects when making tight turns. Taking turns sharply can also cause the trailer to strike against and damage the tow vehicle. When approaching a sharp corner, brake sooner than normal to reduce vehicle speed before entering the turn. Drive the vehicle slightly past the normal turning point then firmly turn the steering wheel. By cornering at a wider angle, both the vehicle and trailer should safely clear the inside of the turn.

PASSING When passing, allow additional time and distance to

safely pass the other vehicle. Signal your intention to pass well in advance and, when reentering the lane after passing, make certain your trailer is clear of the vehicle you have passed. Never pass on hills or around curves.

BACKING UP To back up a trailer, place one hand at the six

o’clock position on the steering wheel. To move the trailer to the left, move your hand to the left. To move the trailer to the right, move your hand to the right. Back up slowly and move the steering wheel in small increments to help maintain control. To assist in backing up, it is helpful to have someone outside the vehicle to guide you. Make certain you can see your spotter at all times.

DRIVING ON GRADES Before going down a steep grade, reduce

your speed and shift the transmission into a lower gear. This provides “engine braking” and reduces the need to brake for long periods. Chevrolet crossover, SUV and pickup models equipped with a 6-speed automatic transmission have a grade braking feature in the transmission which can do this for you. See your dealer or Owner’s Manual for additional information. When driving up a steep incline, shift to a lower gear for more torque to maintain speed and avoid lugging. Lugging occurs when the vehicle’s engine stutters because it needs to be in a lower gear. Crest the hill no faster than the speed at which you want to descend and in the gear you expect will require little braking. Pay attention to your temperature gauges for any signs of overheating.

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