Tire dilemma

Just to put a cap on this topic….I pulled the trigger and will have Michelin EXP Ribs put on my from axle tomorrow. They fit my current rims and are rated over 3,000 lbs.
Better safe than sorry.

Thanks all, for your feedback and help.

Get a second opinion on actual weight.

Diane L wrote:

You're right about CAT having to be "legal for trade" in terms of calibration. A mobile scale could have same requirements ---or not--- depending on how it was to be used.

To part of your question, had the CAT Axle weight matched the sum of those two Corner weights, I might be a little more concerned. My thought is the CAT weight will be more accurate than the mobile.

I'm scrapping the mobile weight numbers and going by the CAT weights. The mobile weight guy isn't weighing commercial vehicles, but attends conventions and other RV gatherings.
Who knows the last time his scale was calibrated.

I've traveled from San Diego to St. Augustine and back, Gillette WY and back, and a few other shorter trips on the tires I have now. I'm going to stop worrying and rely on the CAT numbers.
The good news is that I'll have an extra $600 to spend at Quartzsite instead of on new tires. :B

IF any of the rigs that mobile guy weighed 'bounced' on the scales then they are out of calibration

You're right about CAT having to be "legal for trade" in terms of calibration. A mobile scale could have same requirements ---or not--- depending on how it was to be used.

To part of your question, had the CAT Axle weight matched the sum of those two Corner weights, I might be a little more concerned. My thought is the CAT weight will be more accurate than the mobile.

I'm scrapping the mobile weight numbers and going by the CAT weights. The mobile weight guy isn't weighing commercial vehicles, but attends conventions and other RV gatherings.
Who knows the last time his scale was calibrated.

I've traveled from San Diego to St. Augustine and back, Gillette WY and back, and a few other shorter trips on the tires I have now. I'm going to stop worrying and rely on the CAT numbers.
The good news is that I'll have an extra $600 to spend at Quartzsite instead of on new tires. :B

had mine done 0nce on FDOT mobile scales. real nice guys,met them on Pike they asked how i knew abt them,(scales in trunk) they should be real accurate to stand up in court if need to

You're right about CAT having to be "legal for trade" in terms of calibration. A mobile scale could have same requirements ---or not--- depending on how it was to be used.

Few of us search out "corner weights" and just use axle weights like CAT. Michelin recognizes that RV corners can be a lot different so their RV version of the inflation chart is by Corner. Single Front or Pair of Rear Duals. But they go on to tell us to use the higher pressure called for by the heavy corner for the lighter corner as well. So say the chart calls for 70PSI left and 60PSI right, you'd use 70PSI for both corners.

To part of your question, had the CAT Axle weight matched the sum of those two Corner weights, I might be a little more concerned. My thought is the CAT weight will be more accurate than the mobile.

whatyr is ur rig anything newer then 07 i think is 14.5 total before that 14.05 what was rear weight?

I have an '06 Coachmen Freelander 3110SS.

CAT scale for the rear dual axel was 9,300. The mobile scale was 9,375.
CAT scale front axle was 4,220. Mobile scale was 5,050.
CAT GVWR was 13,540, mobile scale was 14,425.

I'm tending to discredit the mobil scale numbers. I was weighed on what looked like a giant bathroom scale that I drove on to.
Aren't the CAT scales checked and regulated since they determine the legal weight of trucks for the freeways?

It is about 6-7% over, static weight? There can be that much error in a mobile scale.

Other factors associated with that weight rating are ambient temperature and running speed, which combined with load contribute to raising tire temperature, the ultimate cause of failure. Run below the rated speed, you have more margin for contributions from overload, and heat coming from the pavement.

It is not something I see as a crisis. My rear tires run close to 100% load when carrying extended family packed for long trips, I run at 60-70% of the speed rating (means cutting that heat load almost in half) and check tread temperatures at every stop.

When replacing the OEM tires I upgraded to XPS Ribs for an extra margin on carcass strength (but they have a lower speed rating for extra tread depth). Silent Armor with steel carcass and an extra belt ply of Aramid, or all steel Duravis would be upgrades in other brands.

For the front, you can go up one tire size, at the cost of losing interchangability. Ford uses a larger 16" tire on a different wheel for single-rear-wheel E-350, higher capacity per wheel and tire than on the dually. Larger tire on the dually wheel, you would have to check out clearances for steering and suspension movement.

Also, despite what sticker recommends for front axle on E-450, you have a 80 PSI tire on an 80 PSI wheel, and you can inflate for load, up to maximum load pressure of 80 PSI. If you don't have maximum load, higher pressure reduces the contact patch, and on the front, handling gets looser.

look at a tire spec sheet never go over 65 single 80 dual this is for all tires in that size should be a spec sheet posted in mh someplace usually in a cabinet

my front 46 rear 97 no slides but entertainment ctr up front
whatyr is ur rig anything newer then 07 i think is 14.5 total before that 14.05 what was rear weight?

Your weights are a little suspect, since on my 32' Leprechaun with two street side slides, there is only 4,400 lbs on the front wheels.

You may have something there. I had my rig weighed at a CAT scale, front axle, rear axle, and gross weight. My front axle on the CAT scale weighed in at 4,220 pounds.
The front axle weight from the mobile weight guy is 5,050.

What are others that have a large class C using for tires?