If your TV is maxed out - How far can you drive?

donn0128 wrote:
I just do not understand the sort of logic that says it's OK to load up a truck as long as you don't exceed the limits of the highest rated component ignoring the limits placed on the complete vehicle by it's assembler? What sort of illogical logic it that???

In all of the examples cited above, the MFR's rating is based on the lowest rated component, not the highest. The ratings are for how the vehicle leaves the factory.

If the MFR's rating is based on the limit of the tires, and you upgrade the tires, then it's perfectly logical that the rating increases.

If the rating was based on the highest rated component, as you suggest, then the RAWR would be 10,120 lbs, which is what AAM rates the rear axle at. And no one is suggesting this is what we should do.

If "the complete vehicle" had any other changes, then your argument would make sense. But literally nothing else changes on these trucks.

JRS based on that logic it is OK to cross a bridge with say a 5 ton load limit as long as your load does not exceed 10 tons? That sort of logic is one of the reasons given for the I5 bridge collapse over the Skagit river in WA state a couple of months ago. I just do not understand the sort of logic that says it's OK to load up a truck as long as you don't exceed the limits of the highest rated component ignoring the limits placed on the complete vehicle by it's assembler? What sort of illogical logic it that???

From your profile you may have a 3500 SRW Dodge/Cummins. The engine/tranny and the rear axle is the same as the 3500 DRW truck. The truck won't have any issue pulling a big heavy trailer.

As Bob and chuck mentions as long as your under the trucks axle/tire load rating your good to go and in particular the trucks 6200-6500 RAWR.

Many 3500 SRW Dodge owners over on the truck camper forum carry 3000-4000+ lb campers. They upgrade to higher rated tires and wheels and add air bags or other aftermarket rear suspension help.

Truck makers set the trucks GAWR which is well below the axle manufacturer ratings. The AAM is rated up to 11k lbs according to many sources. Dodge gives it a 6200-6500 rating for the SRW and a 9350 RAWR for the DRW so your not going to make it sweat any.

IMO your biggest concern is having enough tire/wheel/spring capacity and in particular wheel and tire from a safety standpoint regardless of how far you pull it.

donno0128 - I know there is a difference between static load and dynamic load.

But what I am thinking in regard to pulling a fiver is that it is the reverse of normal situations.

When I worked in a warehouse, many, many years ago, there was a loading limit per square foot for the floor of the warehouse. When I operated my electric forklift carrying a pallet of 55 gallon drums, and the drums were full of small steel parts or fittings, based on the combined weight of the forklift and the load itself, I exceeded the floor's limit for certain. But I was told that as okay because it as a dynamic load, not a static load. So in this case a static load was more stressful than a dynamic load.

But with a fiver, when I lift my front jacks the truck barely drops at all. So the static load is no problem. But if I am going 65 mph, and bounce through a lane shift as part of road construction, I tend to knock the dust off the helper springs. So in this case the dynamic load seems to be more stressful than the static load.

That is why I wondered if I could baby it along and not do any harm.

donn0128 wrote:

Why?
Axle ratings are for one single component of the entire package. The axle rating is placed on the single item by its manufacturer. The assembler of the vehicle then determines what the complete package can carry. Regardless of what an individual part can handle. There is also a difference between static and dynamic loading.

Generally speaking, the rest of the truck doesn't get lower-rated components.

For example, generally speaking the RAWR on a DRW 1-ton "Brand X" will be more than the RAWR of a SRW 3/4-ton. Let's assume both have the tow package with the same rear-gear ratio.

With the exception of dual rear wheels and tires, and an overload leaf, EVERYTHING on these trucks are the same. Same axle. Same brakes. Same everything.

The RAWR for the DRW truck is higher due to the weight the rear wheels/tires & overload leafs are designed to hold, and nothing else.

If I add an overload leaf (or airbags) to the SRW in the above example, and I'm below my wheel/tire rating, then I would absolutely have no issue towing with it.

Buckeye Chuck wrote:

Bob/Olallawa wrote:
If you are not over the gross weight of the trucks axles hook up and go. The truck will let you know if you are indeed too heavy for it to handle the load.

Agree with above statement. The axel ratings and the tire ratings are the most important ratings and from what I understand are the only ones that are enforced by state troopers. I am by no means an expert but if you are at the max of the other ratings or slightly over but well under the axel and tire ratings I wouldn't worry about the trips you described.

-BC-

Why?
Axle ratings are for one single component of the entire package. The axle rating is placed on the single item by its manufacturer. The assembler of the vehicle then determines what the complete package can carry. Regardless of what an individual part can handle. There is also a difference between static and dynamic loading.

Bob/Olallawa wrote:
If you are not over the gross weight of the trucks axles hook up and go. The truck will let you know if you are indeed too heavy for it to handle the load.

Agree with above statement. The axel ratings and the tire ratings are the most important ratings and from what I understand are the only ones that are enforced by state troopers. I am by no means an expert but if you are at the max of the other ratings or slightly over but well under the axel and tire ratings I wouldn't worry about the trips you described.

-BC-

If you are not over the gross weight of the trucks axles hook up and go. The truck will let you know if you are indeed too heavy for it to handle the load.

If it's a 1-ton SRW: sure. If it's a half-ton: no

Yes, you can. But overloaded is overloaded no matter how far you tow. An accident can happen in the first mile as easily as it can happen in the 200th mile.