sirdrakejr
Las Vegas, Nevada
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What I am saying is that if you are going to use GVWR to decide how to load the truck, you cannot then use the GAWRs to know if you are okay. They will ALWAYS be higher than the GVWR. That could give you grief when you look at whether or not the truck can CARRY or TWO the trailer. Do a search in this forum for "GVWR" and see what you get. There are many threads about that.
Frank
2011 Palomino Maverick 1000SLLB on a 2004 Dodge Quadcab CTD Ram3500 SRW long bed equipped with Timbren springs, Stable Load bump stops, Rickson 19.5" wheels/"G" range tires and a Helwig "Big Wig" rear anti sway bar.
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REWahoo
Texas Hill Country
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sirdrakejr wrote:What I am saying is that if you are going to use GVWR to decide how to load the truck, you cannot then use the GAWRs to know if you are okay. They will ALWAYS be higher than the GVWR.
Yes, but if you do use the GVWR as the most limiting factor to load the truck (as I did above), shouldn't I also look at the individual GAWRs and the actual weights on those axles to be sure I'm not way out of whack somewhere in how I loaded the truck or trailer? I wasn't attempting to say the combined axle weight ratings on the truck "overrode" the 10,000lb GVWR, just that my actual weights on the axles was well below their individual ratings.
What I'm still trying to figure out is did you post this...
sirdrakejr wrote:The problem I have with most people who weigh their
trucks is that they mix "apple & oranges". The truck has a GVWR of 10,000#. Then they use the GAWR for the other weights rather than the GWR for each axle. The two GAWRs will NEVER equal the GVWR because they will be higher. They are higher for a reason and you should TRY to stay within the GVWR and not the GAWR. But that is for another thread.
Frank
...in response to the weights I posted to point out something I did incorrectly? If so, I'm still not getting it - not trying to be argumentative, just not understanding.
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sirdrakejr
Las Vegas, Nevada
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Maybe I am not saying it right. The GVWR of the truck is there to let you know what it should weigh when loaded. The axle's each have a weight rating that is the MAX for the axle, wheels & tires. If you use the GAWRs to decide how to load the truck you will then be over the GVWR since the combined total GAWR is always higher than the GVWR. That is why I try to tell people not to use the GAWR for loading. I call the difference a "safety factor" since the dynamics of towing and bouncing can and sometimes will EXCEED the GAWR of the axles as you travel. Staying under the truck's GVWR will give you that cushion. You are loaded okay as far as I can tell. I just wanted to make you aware that mixing the two ratings COULD be a problem later on. Travel safe and return home happy.
Frank
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DW-gray
Lompoc, CA
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See apology below.
* This post was
edited 04/17/11 05:25pm by DW-gray *
Dave Gray
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Tireman9
Akron, OH
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I also note that few posting on this thread have made allowances for the axle to axle variation of their trailer or the side to side variation on all their axles.
Based on some data it is not unreasonable to see 5% or more variation between axles and another 5% or more on side to side variation.
Some individuals ahve been shocked to learn they have one position overloaded by more than 10% and that's with the tire at max inflation.
You need to look at each ov the number of load limits to have a safe setup.
You should never exceed any measurement be it GAWR, GVWR, Max pin load, Max ball load, GTW, Max on individual tire.
40 years experience as tire Design & Quality engineer with focus on failed tire forensics.
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Glen Schumann
Winona, MN
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DW-gray wrote:
GVWR will always be more the combined weight of the front and rear GAWR. I've never seen the combined weight of the front and rear GAWR more than the GVWR.
I believe this is not correct. See the third line of a photo of my weight label:
![[image]](http://i23.servimg.com/u/f23/12/53/17/63/truck_10.jpg)
GAWR allows for extra wieght on one axle as long as you stay below GVWR (for a snow plow for instance). I have never seen a label where the total GAWR equaled the GVWR.
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Tireman9
Akron, OH
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DW-gray wrote:
GVWR will always be more the combined weight of the front and rear GAWR. I've never seen the combined weight of the front and rear GAWR more than the GVWR
++++++++++++++++
I believe the correct statement is
GVWR will always be LESS than the total weight of the front and rear GAWR. I've never seen the combined weight of the front and rear GAWR LESS than the GVWR
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DW-gray
Lompoc, CA
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Frank and others,
I'm sorry. Now you can refer to me as that idiot Dave. Just as I sat down in church this morning, my error flashed in my brain like a neon sign. To make me feel worse, the pastor preached at me. Boy I wanted to leave right then to delete my comment.
That's the trouble I get into sometimes when I'm in a hurry and writing on 3 different topics on 2 forums. A real case of brain fart.
* This post was
edited 04/17/11 05:43pm by DW-gray *
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sirdrakejr
Las Vegas, Nevada
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I think we have reached a conclusion and now let this thread continue on the original intent of what are the real weights of your truck.
![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/biggrin.gif "biggrin")
Frank
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REWahoo
Texas Hill Country
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sirdrakejr wrote:I think we have reached a conclusion and now let this thread continue on the original intent of what are the real weights of your truck.
Frank
Please. I thought for a while I was posting in an old episode of "The Twilight Zone".
Rod ![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/smile.gif "smile")
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