New to Alliance, 332RL On Order - Two questions for current owners....

[DaveZ]

Coming from a 2019 2970RL Grand Design (which in all honestly has been good). We had been talking upgrading, and after a trip to Hershey decided on Alliance. My questions - Understandably the 332RL is going to be a different towing experience - wider/heavier/longer. Is it a dramatic difference if your comfortable with trailers over 30 feet already (F250 tow vehicle)? More importantly - how large of a TV fits nicely in the bedroom... lol?
Thanks!

 

[JeffS]

I have the Delta 321BH which is almost as long and heavy. I tow with an F350, so my truck is fine for towing it, but it is still a beast for a bumper pull. If I had to do it again, I probably would have gone with the 5th wheel bunk house with the same layout. I did switch to the Hensley Ultimate Arrow and it made a huge difference, mostly when there is wind. My previous RV was a 32' ultra-light under 7K lbs, I could pull it without WD hitch, the Delta is night and day difference.

 

[DaveZ]

I have the Delta 321BH which is almost as long and heavy. I tow with an F350, so my truck is fine for towing it, but it is still a beast for a bumper pull. If I had to do it again, I probably would have gone with the 5th wheel bunk house with the same layout. I did switch to the Hensley Ultimate Arrow and it made a huge difference, mostly when there is wind. My previous RV was a 32' ultra-light under 7K lbs, I could pull it without WD hitch, the Delta is night and day difference.

Thanks for the feedback! My wife and I really wanted the 32RLS but even with over 3100# of payload capacity I ran out of any margin with that 5ver... and she was set on an E/W bedroom. My GD weighs in at #7800 with 1k# on the hitch - I've towed with and without WD with no issue. I use a Reese cam for sway. I never really had any sway issues in over 10k towed miles. With the 337 I have to move to a Blue Ox due to the heavy tounge weight.

 

[fireman0175]

What exact model is your f250? I ask because I tow a 32RLS with my 2024 F250 4wd crew 6.7L HO no problem and is all within specs as long as you don't load up the front with stuff like washer and dryer, etc. I use the Gen-Y hitch setup and would not use anything else as I am so happy with it's performance. I have the PUC system in the truck bed. I have towed over 6000 miles in the western US with mountain passes, etc.

 

[Lobo]

Purchased a 2025 32RLS in September of 2025 stated hitch weight was 2000lbs picked up from dealer went straight to scales and found hitch weight to be closer to 2300lbs with one 57lbls battery and full 30-gallon propane tanks maxed out axle on Chevrolet 2500hd with 3325lbls payload also did not like the way it felt pulling, upgraded to 3500 dually and love the package now. I IMO believe a lot of fivers are way overloaded and people are way under on tow vehicle from a safety/breaking point of view, just my opinion.

 

[Lantley]

Purchased a 2025 32RLS in September of 2025 stated hitch weight was 2000lbs picked up from dealer went straight to scales and found hitch weight to be closer to 2300lbs with one 57lbls battery and full 30-gallon propane tanks maxed out axle on Chevrolet 2500hd with 3325lbls payload also did not like the way it felt pulling, upgraded to 3500 dually and love the package now. I IMO believe a lot of fivers are way overloaded and people are way under on tow vehicle from a safety/breaking point of view, just my opinion.

You are correct. Brochure weights are notoriously inaccurate. All towing parameters should be based on max. GVW with a 20% of GVW pin weight minimum. A 3500 SRW is generally the minimum requirement for most 5th wheels a DRW is a better match for most 5th wheels. The DRW gives you a bit of margin vs. being at your limits with a SRW.
2500's are king of the bumper pull world but are generally not adequate for most full size 5'ers.
The next issue is do you believe in the towing parameters or do you think they are hogwash.
Once you believe in the towing parameters choosing the right truck is straight forward, however believing is a difficult decision for many.
Knowledge is the key, many fail to educate themselves and end up with the wrong truck.
Getting the right truck the 2nd time always cost more.

 

[M and E]

I am not suggesting that anyone ignore the stickered capacities on any vehicle. But going over is not like pulling the pin on a grenade for our trucks, generally. The stickers represented the tested capacities not the full potential of the available capacities of the vehicle. Case in point, Ram just added 850 pounds in payload capacity to their vehicles. No changes to the frame, suspension, axles, brakes, weight reduction strategies...nothing. They just went and got the trucks retested to prove they can handle 850 pounds more than the sticker stated. So, a truck built on the same line on the same day got the lower capacity sticker yesterday and higher capacity sticker today. Is one vehicle more or less capable than the other because the sticker? Should we not have confidence in the new sticker data? If we have no confidence in the data on the stickers then we should also question the testing methodologies used for all capacity testing? The GMs 2500 series, with max tow, are the same vehicles architecturally as their 3500...except for a snowplow brace on the 3500. Yet the sticker data is entirely different....only because GM chose to test to a specific value.

Yes look at stickers. But understand there are margins. 850 pounds is not a small number. A delta over 1000 pounds for the GM example is even more significant. Some vehicles amy have much smaller margins. Regardless, the stickers are not the limiting factor of capacity in many, not all, circumstances. If you are well below stated capacity when hauling will you have a better driving experience? In many cases yes.

 

[Flyer32RLS]

I am not suggesting that anyone ignore the stickered capacities on any vehicle. But going over is not like pulling the pin on a grenade for our trucks, generally. The stickers represented the tested capacities not the full potential of the available capacities of the vehicle. Case in point, Ram just added 850 pounds in payload capacity to their vehicles. No changes to the frame, suspension, axles, brakes, weight reduction strategies...nothing. They just went and got the trucks retested to prove they can handle 850 pounds more than the sticker stated. So, a truck built on the same line on the same day got the lower capacity sticker yesterday and higher capacity sticker today. Is one vehicle more or less capable than the other because the sticker? Should we not have confidence in the new sticker data? If we have no confidence in the data on the stickers then we should also question the testing methodologies used for all capacity testing? The GMs 2500 series, with max tow, are the same vehicles architecturally as their 3500...except for a snowplow brace on the 3500. Yet the sticker data is entirely different....only because GM chose to test to a specific value.

Yes look at stickers. But understand there are margins. 850 pounds is not a small number. A delta over 1000 pounds for the GM example is even more significant. Some vehicles amy have much smaller margins. Regardless, the stickers are not the limiting factor of capacity in many, not all, circumstances. If you are well below stated capacity when hauling will you have a better driving experience? In many cases yes.

All I can say is "Tell your story to an insurance company and see how it is accepted." I for one did not want or need the hassle if I ever got into an accident. You were not suggesting anyone ignore their sticker capacities but you pretty much stated that they don't mean what they say and it's ok to go over your weight if the truck can handle it. Like I said, ask your iinsrance company if they ignore it also.

I really think if you looked real hard, you will find that the 2500 is NOT the same as the 3500. There are differences. I thought the same about my 250 until i really got into the nuts and bolts. A 250 is not the same as a 350.

I for one was not below my stated capacity and I knew it. Irritated me and thus, I fixed it.
Like we used to say in the military, Identify the problem, fix it!

It truly is up to the individual and what they are willing to accept. I was not. It was within my means to trade up plus moving up 4 years got me not only more weight but updated electronics as well and when I stop RVing, the truck will be worth more when I sell it.
Happy Glamping!!

 

[Lantley]

I am not suggesting that anyone ignore the stickered capacities on any vehicle. But going over is not like pulling the pin on a grenade for our trucks, generally. The stickers represented the tested capacities not the full potential of the available capacities of the vehicle. Case in point, Ram just added 850 pounds in payload capacity to their vehicles. No changes to the frame, suspension, axles, brakes, weight reduction strategies...nothing. They just went and got the trucks retested to prove they can handle 850 pounds more than the sticker stated. So, a truck built on the same line on the same day got the lower capacity sticker yesterday and higher capacity sticker today. Is one vehicle more or less capable than the other because the sticker? Should we not have confidence in the new sticker data? If we have no confidence in the data on the stickers then we should also question the testing methodologies used for all capacity testing? The GMs 2500 series, with max tow, are the same vehicles architecturally as their 3500...except for a snowplow brace on the 3500. Yet the sticker data is entirely different....only because GM chose to test to a specific value.

Yes look at stickers. But understand there are margins. 850 pounds is not a small number. A delta over 1000 pounds for the GM example is even more significant. Some vehicles amy have much smaller margins. Regardless, the stickers are not the limiting factor of capacity in many, not all, circumstances. If you are well below stated capacity when hauling will you have a better driving experience? In many cases yes.

Once you believe in the towing parameters choosing the right truck is straight forward, however believing is a difficult decision for many.

 

[M and E]

Once you believe in the towing parameters choosing the right truck is straight forward, however believing is a difficult decision for many.

In the case of the Ram 3500, which parameters do you suggest we believe? Those that were 850 pounds higher or those that were 850 pounds lower? Or something else?

 

[Lantley]

In the case of the Ram 3500, which parameters do you suggest we believe? Those that were 850 pounds higher or those that were 850 pounds lower? Or something else?

Simply believe the parameters on the sticker, whatever the sticker states for that model year. Anything else becomes conjecture and promotes the idea that the stickers are just random numbers. Why believe any of it at that point?......they are just random numbers!

 

[Flyer32RLS]

Simply believe the parameters on the sticker, whatever the sticker states for that model year. Anything else becomes conjecture and promotes the idea that the stickers are just random numbers. Why believe any of it at that point?......they are just random numbers!

Agree 100%! There comes a time that you just have to take manufacturers at their word and they have a little bid of knowledge of their products capabilities. I'm thinking they put those numbers on the door frame for a purpose. It's the old saying, "You don't know what you don't know"!!
Happy Glamping!

 

[M and E]

All I can say is "Tell your story to an insurance company and see how it is accepted."

If that logic were true, any modification, tires, suspension, hitch changes, flipping the axles on the RV to gain clearance, changing equalizers that influence suspension geometry, moving from leaf springs to independent suspension outside of the manufacturing process, would cause the same trigger of denial. That’s not how it works. It’s always about whether the vehicle was operated negligently and whether that contributed to the loss. I lead the anti fraud program for a Fortune 20 insurance company...this is my industry and I know it well. I'm also a retired cop. Not once in my 25 years have I seen or heard of an insurance company engage in weight testing post accident when an RV was involved (commercial....very frequently). Happy to be proven wrong on this point if anyone can cite even one claim denial where this is the case.

You were not suggesting anyone ignore their sticker capacities but you pretty much stated that they don't mean what they say and it's ok to go over your weight if the truck can handle it.

Nope; not even the least bit close to what I am saying. I'm at a total loss where you are even making that inference.

Simply believe the parameters on the sticker, whatever the sticker states for that model year. Anything else becomes conjecture and promotes the idea that the stickers are just random numbers. Why believe any of it at that point?......they are just random numbers!

They are not random numbers, they are representative of test data under certain conditions. Subsequent tests, successful and on the same vehicle, can influence the data published on the sticker.

We're in complete agreement on conjecture. But it goes both ways. Saying a truck can handle more than the sticker is speculation and so is saying it absolutely cannot, and that is my point. The payload number is a rating based on testing, to a value, not to a direct measurement of the mechanical limit of the vehicle. We’ve seen manufacturers increase payload ratings on the same trucks without major hardware changes, which shows the number isn’t a hard physical cliff. We've also seen here on this forum, in real life, at campgrounds, on the highways, owners towing over weight for years successfully.

The sticker data defines a validated operating range, not the exact point where capability suddenly ends or failure is imminent.

 

[Lantley]

What you are suggesting is not plausible. Do you think the rating should be set at some breaking point number at which point some component breaks and causes catastrophic failure? Should that be the limit?
You're not understanding that these ratings are set for the general public in an attempt to keep everyone safe.
Sure you can dissect the ratings and poke holes in the numbers and that OK for an individual if they feel qualified to do so, but that does not invalidate the system as it stands.
The ratings are posted on the stickers for the entire population to adhere to. Do you understand you cannot give the general public the freedom to interpret the ratings as they see fit.
The speed limit is 65, that doesn't allow the Corvette owner to exceed the speed as they see fit because a Corvette can handle 65 with ease.
Drivers don't get to follow the ratings as they see fit because they somehow know better.
Your missing the point that the ratings are set to keep everyone safe there is margin within the ratings to account for the publics inability to follow the ratings.
Most modern cars are capable of traveling 100 mph should that be the new speed limit. Should the limit be set at the total extreme edge or should be set at the safe point for everyone, or should we all just decide for ourselves.
If deciding for ourselves be sure we have all of the facts not just some of them!

"Once you believe in the towing parameters choosing the right truck is straight forward, however believing is a difficult decision for many."
I am repeating this line for the 3rd time because it is at the root of the problem for many. Note I initially made this statement before your post questioning the ratings. At some point a safety rating just needs to be adhered to vs. challenged. "Are you sure that life boat can only carry 10 passengers, I think it can handle 15!"
They see there only little picture and don't truly understand human behavior and what the limits are about. The ability of the public to follow ratings and limits is not 100%. The limits are derived to keep everyone safe they are not set at the breaking point for a reason. Yes there is margin built in to the rating and if qualified you may choose to use some of that margin on an individual basis, but that does not invalidate or change the ratings.
Follow the ratings as the ratings as they are written and you will not have a problem matching a towing combo. Choosing to ignore the ratings or make up your own system leads to conflicts , the wrong truck and towing headaches.....Nothing new here.
In Today's age of information It common for us to interpret the data for ourselves and draw our own conclusions which maybe OK for personal use shall we say but it does not apply to everyone or change the purpose of the ratings
Either you follow the ratings or you believe they are just random numbers and you do your own thing.
Should I do my own thing too? How about the guy driving behind me, can he choose his own ratings?

My last point is on insurance. If you are towing over the ratings your insurance will still likely pay the claim.
Where being overweight comes into play is in civil court where lawyers will have an easy win if they can show you were exceeding the ratings.
I imagine you will be given a chance in court to explain how your personal ratings and data allow you to exceed the manufacturer's ratings.

 

[Bozo]

I quit sweating about hypotheticals years ago, I live happier these days. I, frankly, mind my own business and do my own thing…..with common sense winning out.

 

[M and E]

What you are suggesting is not plausible. Do you think the rating should be set at some breaking point number at which point some component breaks and causes catastrophic failure? Should that be the limit?
You're not understanding that these ratings are set for the general public in an attempt to keep everyone safe.
Sure you can dissect the ratings and poke holes in the numbers and that OK for an individual if they feel qualified to do so, but that does not invalidate the system as it stands.
The ratings are posted on the stickers for the entire population to adhere to. Do you understand you cannot give the general public the freedom to interpret the ratings as they see fit.
The speed limit is 65, that doesn't allow the Corvette owner to exceed the speed as they see fit because a Corvette can handle 65 with ease.
Drivers don't get to follow the ratings as they see fit because they somehow know better.
Your missing the point that the ratings are set to keep everyone safe there is margin within the ratings to account for the publics inability to follow the ratings.
Most modern cars are capable of traveling 100 mph should that be the new speed limit. Should the limit be set at the total extreme edge or should be set at the safe point for everyone, or should we all just decide for ourselves.
If deciding for ourselves be sure we have all of the facts not just some of them!

"Once you believe in the towing parameters choosing the right truck is straight forward, however believing is a difficult decision for many."
I am repeating this line for the 3rd time because it is at the root of the problem for many. Note I initially made this statement before your post questioning the ratings. At some point a safety rating just needs to be adhered to vs. challenged. "Are you sure that life boat can only carry 10 passengers, I think it can handle 15!"
They see there only little picture and don't truly understand human behavior and what the limits are about. The ability of the public to follow ratings and limits is not 100%. The limits are derived to keep everyone safe they are not set at the breaking point for a reason. Yes there is margin built in to the rating and if qualified you may choose to use some of that margin on an individual basis, but that does not invalidate or change the ratings.
Follow the ratings as the ratings as they are written and you will not have a problem matching a towing combo. Choosing to ignore the ratings or make up your own system leads to conflicts , the wrong truck and towing headaches.....Nothing new here.
In Today's age of information It common for us to interpret the data for ourselves and draw our own conclusions which maybe OK for personal use shall we say but it does not apply to everyone or change the purpose of the ratings
Either you follow the ratings or you believe they are just random numbers and you do your own thing.
Should I do my own thing too? How about the guy driving behind me, can he choose his own ratings?

My last point is on insurance. If you are towing over the ratings your insurance will still likely pay the claim.
Where being overweight comes into play is in civil court where lawyers will have an easy win if they can show you were exceeding the ratings.
I imagine you will be given a chance in court to explain how your personal ratings and data allow you to exceed the manufacturer's ratings.

We’re actually talking about two different things, and that’s where any lack of understanding and the disconnect lies. I’ve never argued that people shouldn’t follow the ratings despite your position that seemingly supposes I have. My position here has been consistent that ratings should be understood and acknowledged that they are not identical to mechanical failure limits. There is engineering margin and certification involved and understanding that is not equal to ignoring the rating. That is a technical clarification, not a behavioral recommendation. Zero clue where you or anyone else is coming up with the assumption I've said ignore the sticker data.

The ratings exist for a reason and are appropriate for the general public. What I’m saying is much narrower. A manufacturer rating is a certified safety limit, not a direct measurement of the exact mechanical failure point. Those are not the same thing. You’re arguing from a public safety and compliance standpoint. I’m talking about how these numbers are derived from an engineering standpoint. Both can be true at the same time but you seem entirely unwilling to acknowledge that fact though you actually know the supporting evidence exists. For example, we’ve seen manufacturers increase payload ratings on the same trucks (Stellantis, GM, Ford have all done it...recently) without meaningful hardware changes. That alone shows the number is influenced by testing, assumptions, and margin, and the data is not just a hard physical limit. That doesn’t invalidate the ratings. It just means they represent a validated operating range, not the exact edge of capability. The identical Ram vehicles with different stickered data have the exact same capability, regardless of what was printed on that sticker...that point is inarguable.

So no, I’m not suggesting people “make up their own numbers.” I’m saying understanding how the rating is constructed is different than blindly assuming it represents a precise mechanical boundary.

Those are two very different ideas. No one is arguing the ratings should be ignored, though you are attributing that to me as a position I've taken and I have no clue why. The point is simply that a certified rating and a mechanical limit are not the same thing. Treating them as identical is just not technically accurate and again is an inarguable point.

 

[Lantley]

"I’ve never argued that people shouldn’t follow the ratings despite your position that seemingly supposes I have."

I would disagree with the above see quote below

"In the case of the Ram 3500, which parameters do you suggest we believe? Those that were 850 pounds higher or those that were 850 pounds lower? Or something else?"

Design engineers can debate and understand the difference between the certified rating and mechanical limit. John Q Public cannot.
Yes John Q. Public must simply follow the ratings on the sticker.
If one is qualified to adjust the ratings because they know more, that is OK for the most part on an individual basis to operate as they see fit.
However the ratings are to be followed vs. questioned and debated. There is only one set of numbers to follow.
John Q Public does not need to know the mechanical limit. John Q public simply needs to follow the ratings as published.

 

[Flyer32RLS]

"I’ve never argued that people shouldn’t follow the ratings despite your position that seemingly supposes I have."

I would disagree with the above see quote below

John Q Public does not need to know the mechanical limit. John Q public simply needs to follow the ratings as published.

Lantley,
I agree with your above statement. It would appear that M & E is way over thinking the subject. You and I agree. And yes, I feel he is saying two different things at the same time. He contradicts himself within his own statements. Is exceeding the speed limit by 5 mph speeding? Yep it is but you would probably think the officer is being a little picky.
Stickers on the tow vehicle are just what they mean to be, limitations of limiting weight to be applied to that vehicle.
My payload says 4114 lbs. Thats 41124 lbs. No fudge factor involved. Hitch weight, fuel, "stuff" in the truck, people, dogs all add up and if exceeds that 4114 lbs, I AM OVER WEIGHT! Period! Really don't care what the mechanical breakdown point is, I AM OVER WEIGHT!! I will NOT believe in todays world that if you have an accident and it is determined that you being overweight you will not be covered.
Insurance is a must but to think they are there for you is a pipe dream. If they can find anything that their attorneys think will allow them not to pay you will be screwed! There is plenty of proof that insurance companies try everything to not pay a claim if there is any grey area.
I am in aviation and limitations are just that, limitations not to be exceeded. EVER! If you knowingly violate a regulation, you can very well lose your license, job, way of life etc etc.
OK, that is my thoughts. If M & E took a poll I think he would find him in the vast minority.
Ok, I'm done. I am going to go by the rules end of discussion.

 

[M and E]

He contradicts himself within his own statements.

Nope. Not once.