fleetprowl
Central Louisiana
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cekkk wrote:Love this forum. I learn so much. Like, this thread. Now I know why we have all those truck weigh stations all over the country. Guys with bald retreads and no trailer brakes would be hauling a hundred thousand pounds down the roads having convince themselves it's all cool! 
Those truck weigh stations are strickly for commercial vehicles. I know of no law against exceeding a truck's recommended GVWR or tow capacity for a private personal vehicle.
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cekkk
Colorado
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fleetprowl wrote:cekkk wrote:Love this forum. I learn so much. Like, this thread. Now I know why we have all those truck weigh stations all over the country. Guys with bald retreads and no trailer brakes would be hauling a hundred thousand pounds down the roads having convince themselves it's all cool!
Those truck weigh stations are strickly for commercial vehicles. I know of no law against exceeding a truck's recommended GVWR or tow capacity for a private personal vehicle.
Damn - No wonder they always wave me through. Hello! Humor! And by the way, so that makes it okay?!? Double Doh!
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kaydeejay
SE Michigan, USA
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fleetprowl wrote:Those truck weigh stations are strickly for commercial vehicles. I know of no law against exceeding a truck's recommended GVWR or tow capacity for a private personal vehicle.
From the four major truck manufacturers:-
Chrysler/Dodge
While it's not listed in the charts, tongue weight is also an important consideration. The recommended tongue weight is between 10 & 15% of the trailer weight. However, the maximum tongue weight on Class III (The bumper ball) is limited to 500 lbs, and Class IV (The receiver hitch) to 1200 lbs. This requirement overrides any recommended GTW rating, between 10% and 15% of gross trailer weight (GTW). Additionally, the GAWRs and GVWRs should never be exceeded.
Ford
Trailer tongue (trailer king pin for fifth-wheel towing) load weight should be 10-15% (15-25% for fifth-wheel towing) of total loaded trailer weight. Make sure vehicle payload (reduce by option weight) will accommodate trailer tongue (trailer king pin for fifth-wheel towing) load weight and weight of passengers and cargo added to towing vehicle. Addition of trailer tongue (trailer king pin for fifth-wheel towing) load weight and weight of passengers and cargo cannot cause vehicle weights to exceed rear GAWR or GVWR. These ratings can be found on the vehicle Safety Compliance Certification Label.
GM
Addition of trailer tongue weight cannot cause vehicle weights to exceed Rear Gross Axle Weight Rating (RGAWR) of Gross Vehicle Weight Rating (GVWR).
Toyota
The maximum payload capacity is determined by subtracting the vehicle curb weight from the manufacturer’s gross vehicle weight rating (GVWR). It’s easy to see that different cab/bed configurations will have different maximum payload ratings if the trucks have the same GVWR.
A regular cab truck weighs less than a crew cab, so the payload capacity is usually higher for the regular cab, providing the GVWR is the same for both vehicles. When calculating maximum payload capacity, it’s important to note that the manufacturer’s published curb weight may differ from the actual vehicle weight due to factory or dealer options.
And remember that the shipping weight listed with the vehicle documents does not allow for a full tank of fuel. Owners expecting to haul loads approaching the published payload rating for a particular truck configuration should weigh the vehicle at a commercial scale with a full tank of gas to ensure that the GVWR is not exceeded when the expected passengers and cargo are loaded.
I guess I missed the bit where the GVWR was "Recommended" 
And while it is perfectly accurate to state that loading beyond GVWR is not ILLEGAL, (except perhaps in BC, Canada) that does not take into account civil liability if you are over the Manufacturer ratings and are involved in an accident. A charge of negligence is not impossible.
Your Manufacturer has certified the vehicle will meet Federal Minimum safety and emission standards up to the GVWR.
Load beyond that and you are very much on your own - the Manufacturer will not go to bat for you.
(BTDT from the manufacturers end)
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cekkk
Colorado
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We have to avoid criticizing the OP, as he asked for information before jumping into the deal, kind of. But before jumping on all those who ignore the already overrated weight limits of light trucks and SUVs, well, there's always the health of the gene pool to consider. 
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kaydeejay
SE Michigan, USA
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gmcsmoke wrote:5'5" is too short even for a slider. Not so fast - the Pullrite 3100 hitch is specifically designed for the 5'6" boxes. It slides the pin back a total of approx 23". But it weighs over 300#, just what you DON'T need in a truck that already is pushing its' payload limits.
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scaredsilly
Colorado
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Found this while looking for something else. No idea as to the validity of it...
http://www.etrailer.com/question-19358.html
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SoCalDesertRider
SanDiego, CA, USA
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Here's something to think about. The fifth wheel pin weight, plus weight of the hitch, passengers, other cargo in the truck, etc are already taxing the truck enough, likely exceeding the GVWR and possibly the RGAWR. Then you take that sliding hitch and slide it back 2 feet behind the axle. That puts even more load on the already overloaded semi-float rear axle, soft rear springs and P-rated tires.
Say you have a truck with a 150" wheelbase and a trailer with a 1500 lb pin weight. The hitch positions the trailer pin 2" ahead of the axle normally. In the slide position, the pin position moves to 24" behind the axle.
2 / 150 x 1500 = 20
-24 / 150 x 1500 = -240
In the normal 2" ahead of axle position, the front axle carries 20 lbs of the pin weight and the rear axle carries 1480 lbs of the pin weight.
In the slid back 24" aft of axle position, the front axle loses 260 lbs (240 + 20 = 260) and the rear axle gains 260 lbs. So the rear axle is now carrying 1480 + 260 = 1740 lbs of pin weight. If it was already overloaded in the normal towing position carrying 1480 lbs of pin weight, it's even more overloaded with the hitch slid back.
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smkettner
Southern California
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If the hitch is slid back the full 24" you are going less than 5 mph. In fact any significant slide will be at relitively low speed.
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kaydeejay
SE Michigan, USA
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SoCalDesertRider wrote:Here's something to think about. The fifth wheel pin weight, plus weight of the hitch, passengers, other cargo in the truck, etc are already taxing the truck enough, likely exceeding the GVWR and possibly the RGAWR. Then you take that sliding hitch and slide it back 2 feet behind the axle. That puts even more load on the already overloaded semi-float rear axle, soft rear springs and P-rated tires. But how is that worse than the steady state condition of a TT with a 1200# tongue weight more than 3 feet behind the axle? A condition that exists at ALL speeds, not just when maneuvering.
(Yeah, I know, the WD hitch offsets this to some degree)
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2008Wildcat
PA
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gmcsmoke wrote:If the dealer is charging $3500 for a hitch I hate to the deal you got on the trailer.
Actually, if that is an installed price on that series hitch, it isn't bad.
There are only a few hitchs that can be used with the shortbeds under 6 feet, and that is the only one I would use...you could also use a standard hitch with the Sidewinder turret, but it would end up costing close the same price.
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