Can anyone answer this question ?

tatest says wrote:
Of particular interest are vehicle tax and license categories in various states. Thus you might find the same truck with different GVWR for sale in different places, or with GVWR options, with no physical changes.

Good point.
A good example is Fords F350 SRW trucks. We can get the same exact configured one ton SRW truck with a 11400 GVWR or a 10000 GVWR. Both trucks have the same mechanical specs.

I would add many states don't have any weight to register our vehicle at. I have a 1/2 ton a 3/4 ton and a one ton DRW truck. None require a registered weight.
We simply carry weight up to the trucks certified axle/tire load ratings.


One poster says his 2015 2500 CC GM 6.0 engine long bed 10000 lb GVWR with a 6200 RAWR had a 3450 lb payload sticker. Add 3450 lbs to any 3/4 ton trucks rear axle and its overloaded.
GM's 3450 lb payload sticker was a GVWR payload (both axles) and not a RAWR payload.

GVWR has legal meaning, not necessarily physically determined. Other things that figure into GVWRs include vehicle class for tax, license and CAFE purposes. Of particular interest are vehicle tax and license categories in various states. Thus you might find the same truck with different GVWR for sale in different places, or with GVWR options, with no physical changes. The GVWR determined for whatever reason will not exceed the sum of GAWRs.

Some states have special tax categories for under 6000 and under 7000 pounds. Some formerly had under 4000 and under 5000 classes, but adjusted as trucks got bigger. Some states require commercial licensing of vehicles over a particular GVWR, no matter how they are used. There was also once an exclusion of "heavy" trucks from the CAFE based on assumption that trucks over a particular GVWR were not used as private passenger cars. As consumers moved toward greater use of trucks as family vehicles, these targets also moved up.

You may or may not effectively change the capacity of your truck to carry loads, by changing particular pieces of equipment. But you cannot change the legal GVWR; only the manufacturer or a certified vehicle builder can change it.

YES:

Things that factor into max GVW rating:

Tires, Rims, Axles, Brakes, Springs, Frame, Suspension components not already listed, Drive train including engine, transmission and differential, Shocks.

The primary ones are, of course, the ones you can NOT upgrade, like the frame,

If you read what your manufacturer says, somewhere they will state that you should not exceed any one of FAWR, RAWR or GVWR. Our provincial government states the same thing.

If you're towing a TT, GVWR is important (for payload capacity) and if towing a FW, RAWR is important to watch.

There was a thread somewhere on this forum recently where there are industry claims that Ford and another truck manufacturer (GM?) have been fudging their GVWR ratings by using stripped down models to reduce curb weight. Maybe true GVWR numbers could be much lower than what the sticker on your door pillar says... I know in our case, our actual payload capacity is something like 800 lbs less (confirmed at a scale) which I can attribute to the options and weight of the canopy. So, I have to wonder if towing a TT and using a WDH, would it be better to ignore the GVWR and use the RAWR figure since weight is removed from the steer axle and typically not fully restored by the WDH?

I also wonder how accurate/realistic axle ratings are compared to the GVWR?

The limiting factor may not be the tires. Every component in the frame, suspension, drive train and brakes figures in.
My Mh is on a Freightliner chassis, Front axle 8000#, rear axle 15,000# (easy 23,000#) but my GVWR is 22,000# because the Allison 1000 transmission is only rated at 22K.
Just changing tires may not be the answer to your question..

Dakota98 wrote:
Regarding TV weight ratings.

My truck axles have a GAWR rating of 3000# front & 3166# rear, that's a combined total of 6,166#


Yet, the truck GVWR is rated @ 5320#

Why is there a difference ?

Truck makers may choose any GVWR they want however they cannot choose a GVWR over the sum of the truck makers axle ratings. The truck makers also choose the GAWRs they want for each package.
Some of our newer gen trucks GVWR is within 200-300 lbs of the sum of the GAWRs.

Ok, So if I'm understanding this correctly. the GVWR is in consideration of the the tires that are also listed as from the factory, as listed on the door jamb sticker.

Keeping in mind the axle ratings (load) I could put, say an LT tire on the truck & increase my total GVWR, not to exceed the axle ratings, of course. correct ?

Tires alone can't/doesn't change a trucks ability for a higher GVWR.
Tires are part of the GAWRs so LT tires won't gain a thing unless you upgrade the wheels and spring rates.

I would think, if it was just a matter of putting on different tires to increase GVWR, that the manufacturer's would have already done that. Logic tells me there are other parts (springs, shocks, hubs, etc) that also must be taken into consideration. Otherwise, why bother with 3/4 or 1 ton when a 1/2 will do the job with better tires?

Bumpyroad wrote:
but the owner of that outfit came on here and asked if he could add $500 worth of "stuff" from J.C.Whitney and convert his F350 to an F650 and somebody said sure.
bumpy

All you need are some 39.95 F-650 badge and your good to go.:B

but the owner of that outfit came on here and asked if he could add $500 worth of "stuff" from J.C.Whitney and convert his F350 to an F650 and somebody said sure.
bumpy

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