Try this load assessment for your trailerboat rig

Many new vehicles roll from the production line not fully prepared for the demanding tasks owners expect of them. For example, some 4WD SUVs feature factory suspension set-ups better suited to round-the-block test drives than heavy-duty off-road trips. Similarly, dual-cab utes with 3500kg tow ratings often struggle with a big load behind.

Our previous towing article delved into this very thing. Our article titled The truth about 3500kg towing ratings generated a lot of discussion about undergunned tow vehicles with sloppy suspension set-ups.

The usual solution for towing woes is to head to your local after-market performance or suspension specialist and be prepared to write a sizeable cheque.

But how do you really know the advice you’re getting is accurate and what you’re buying is the best option?

TOW & LOAD ASSESSMENT
Suspension specialist Pedders recently introduced a new Tow & Load Assessment service which provides a clearer and more personalised picture for owners of hard-working SUVs and utes.

According to the 67-year-old company, the Tow & Load Assessment service is for people concerned about overloading and the effects of different trailer and towing loads on vehicle handling and safety.

Pedders says the “world first service” provides anyone who tows a boat, trailer, van or horse float a better understanding of their vehicles’ loading capacity now and in the future.  It’s also aimed at solo travellers as well as tradies and commercial van drivers, who face a daily battle to stay within their vehicle’s GVM (Gross Vehicle Mass) and payload limits.

The assessment costs $75 and includes Pedders’ existing Brake, Steering and Suspension Check, which normally costs $28 and includes an undercar inspection, shock absorber test, brake pad and rotor inspection plus a no-obligation analysis and written report.

The new second component involves a Weight Matrix computer analysis, where various weights and scenarios are inputted into the software program to determine how vehicle balance, braking distance and other safety criteria are impacted, and what potentially you can do about it.

WEIGHING UP THE MAZDA BT-50
To see whether it’s a worthwhile service, or just a clever marketing exercise, sister site caravanandcampingsales.com.au took our ‘long term’ Mazda BT-50 GT dual-cab ute in for a check up.

They hitched the BT-50 to a 2200kg Winnebago Mossman caravan and headed to Pedders’ workshop in the Melbourne suburb of Moorabbin – one of 80 Pedders outlets around the country now offering the new service. Of course, it could just as easily have been a decent trailerboat.

The first part involved measuring the ball weight of the caravan, using Towsafe ball-weight scales. If you don’t want to bring your trailerboat in to Pedders they will loan the scales overnight so you can do your own weighing.

The rest of the data gathering revolves around the tow vehicle, which is driven into the workshop and on to a $35,000 German-built Beissbarth ‘test lane’. This is a computerised brake/suspension test and weighing station found in 90 per cent of Pedders stores.

It’s a sophisticated piece of equipment which sends all data to a computer screen, and then, on a one-page printout, churns-out 20-plus technical measurements like road grip, rolling resistance, and braking efficiency.

Next the vehicle heads onto the hoist for a manual inspection designed to uncover any worn or damaged components. With just 6000km on the clock, the BT-50 not surprisingly gets the all-clear, although it would be a handy ‘health’ check every 12 months or so to highlight potential problems.

With the brakes, steering and suspension checks done, it’s time to sit down with Pedders Group Marketing Director, Scott Pedders, who runs through the easy-to-use Matrix program on his laptop to highlight the differences between the ‘unladen’ and ‘laden’ ute, based on some typical driving scenarios.

In the case of our BT-50, its official kerb weight of 2118kg has risen to 2355kg courtesy of the factory accessories fitted (bull bar, snorkel, hard tonneau cover, second battery, etc). To provide an even clearer picture, the estimated extra load is broken down between front (185kg) and rear (52kg).

INVALUABLE INSIGHTS
With the aid of some very user-friendly colour charts and graphics, it also provides a payload ‘range’, or an indication of how much additional payload remains.

For the BT-50, the remaining 145kg payload at the front was getting close to the ‘red’ zone, which indicates some suspension upgrades could be in order to cope with the extra strain. Remaining rear payload capacity, at 830kg, was safely within the ‘green’ zone.

As a teaser, the program also provides the payload ‘boost’ provided if you decided to fit Pedders’ $3000-plus GVM upgrade, which in the case of the BT-50 boosts the GVM by a handy 300kg to 3500kg.

Other interesting data includes the changes in the vehicle’s weight balance, which goes from 54 (front):46 (rear) without accessories fitted, to 57:43 (with accessories). This front weight bias, primarily caused by the heavy steel bulbar, is backed up by our real world experiences of a nose-heavy feel through corners.

Also tapping into the safety aspect is a bar graph illustrating ‘estimated additional braking distance’. So with the 237kg of accessories fitted to our ute, it takes an extra five metres to stop when braking at 80km/h, or another eight metres at 100km/h.

The final exercise illustrates the effect of different weights carried in various driving scenarios, such as ‘daily driving’, ‘family caravanning or trailerboating trip’ or ‘tradie’s load’.

So, in a ‘family holiday’ scenario,  taking into account the extra passengers and gear in the tow vehicle, and tow ball weight from the loaded caravan, the available payload reduces to 355kg and the stopping distance from 100km/h increases by 23 metres.

Interestingly, the extra weight at the back of the ute brings the weight balance down to a more even 48:52, or similar to the standard factory specification.

WORTH THE MONEY?
If nothing else, we came away from the assessment with a better understanding of the safety implications of travelling with various loads, and how easily performance and handling can be impacted.

There’s certainly no obligation to take up any of Pedders’ suggestions for upgrades or improvements, which in our case might extend to new front springs, new shocks and springs at the rear, or even rear airbags and a GVM upgrade.

"Our solution for that car would depend on what scenario you want to improve the most," Mr Pedder explained. "If you wanted it to tow better then we’d look around a solution of airbags, shocks and springs. In all cases it really depends on what the customer wants to get out of the car…"

Considering the amount of money spent on towing rigs and aftermarket accessories these days, $75 seems good value for a customised report offering some invaluable insights.