Why doesn't the math work?
I have received a lot of education from this forum, but I am back with another question. I have learned that my TV payload is 10,000 lbs. and that the GCWR is 23,500 lbs. The TV with passengers and ...
Forum Discussion
wilber1 wrote:jimnlin wrote:
Actually it makes perfect sense.
A truck mfg isn't about to use a lightweight 1/2 ton frame and then give the truck a 6k fawr and a 7000 RAWR.
The truck maker may choose any GVWR he wants up to and including the sum of the vehicles GAWRs.
So the truck breaks in half but that's OK because the axle ratings haven't been exceeded. That makes perfect sense to you?
Yes, the truck maker could choose any GVWR up to the combined axle ratings but they don't. Why do you think that is? Could it be that the rest of the truck isn't up to supporting the combined axle ratings? Because he can't tailor make axles for each truck, he has to choose axles that are rated higher than the capacity of the rest of the truck. That's simple logic.
Why do you think manufacturers do and are required to placard GVWR alongside AWR? What does GVWR mean to you exactly, or is it just useless information?
Well once again with few exceptions a 250/2500 is simply a 350/3500 SRW with possibly softer springs, and a GVWR LIMITED by its Class 2 designation. They (250/2500's) with a few exceptions share the same frame and drive train (350/3500's).
