I have a weight dilemma.. what would you do?
2500 Silverado Diesel GVW 10,000 Rushmore Washington 5ver 15,500 I have 20" rims on pickup 20% of 15500 is 3255 +8380= 11635 Would you look at trading pickup for dually or spend money to beef ...
Forum Discussion
CWSWine,
Yes there are pressure monitoring plates that can be used to check both static load and dynamic load pressures as in weight. Normal road imperfections, bumps, and dips, etc are a given and are figured into the suspension design and truck component capability and capacity. You mentioned the axle/tire ratings and using that as an example. GM's 2500HD AAM rear axle is rated at approx 6100 lbs by GM because that is the max OEM tire capacity at full inflation on the production truck. That same axle is rated at approx 10,000 lbs+ by AAM who actually manufactures the axles used. The 2500HD, 3500HD SRW, and the 3500HD DRW axles are the same diameter so what happens in a 2500HD is the same thing that happens in the 3500HD. The tires are the weak point, not the axle. Most years of production, the axle is the same for all 3 truck models but has a different part number for the DRW OEM's because of the different plate required welded on the end and slightly shorter length for dual wheel mounting.
What is not known is what instant shock pressures resulting from hitting a large chuck hole as they vary infinitely in depths, size, and contour shapes. Impossible to know all holes or sppeds they are encountered at during a truck's/vehicle;s life. What if you run over a 3" or 4" dia branch or log on the road or raised RR track and at what speed? 130% of max GVWR is a gross understatement as it can be well over 200% but you notice that normally the tires do not blow out nor does the axle break or bend nor does the truck's frame. Hitting hard enough can or will cause the need for a realignment of the front suspension/steerling/wheel adjustment alignment. Possible to break a spring. The design used in the OP's truck will withstand much more than you think as these factors have been included in the engineering design and certifications.
DRW's give a wider stance which improves stability and also give a higher carrying capacity on the rear axle. Double? Nope! read the tire info on the sidewall. Different weight capacity if used in dual configuration VS single. Same tire but different capacities! There are pros and cons to having either a SRW or DRW truck pulling the same RV unit. Trucks pulling RV's are driven differently by various drivers, speeds, cornering, brake use, type of roads and climate, flat areas and mountains, etc, so one size and or type does NOT fit all. The OP is pushing the limit of RV size and weight with his 2500HD truck but if driven properly, it can do the task he has. It's a decision the truck owner must make for his or her personal type of usage.
Kind of comical seeing all the posts citing the truck's brakes when pulling a large trailer. The trailer brakes stop the trailer anmd pull backwards on the tow vehicle if adjusted properly. Having the truck's brakes stop the trailer is asking for a jacknife to happen! The trailer MUST pull backward on the truck when braking! Different when hauling a truck camper as it has no axle nor brakes so the truck brakes must stop both.
So many people and RV'ers are simply mind set and fail to use common sense and therefore, think they need a class 8 chassis cab truck tractor just to pull a 15,000 lb RV.
Yes there are pressure monitoring plates that can be used to check both static load and dynamic load pressures as in weight. Normal road imperfections, bumps, and dips, etc are a given and are figured into the suspension design and truck component capability and capacity. You mentioned the axle/tire ratings and using that as an example. GM's 2500HD AAM rear axle is rated at approx 6100 lbs by GM because that is the max OEM tire capacity at full inflation on the production truck. That same axle is rated at approx 10,000 lbs+ by AAM who actually manufactures the axles used. The 2500HD, 3500HD SRW, and the 3500HD DRW axles are the same diameter so what happens in a 2500HD is the same thing that happens in the 3500HD. The tires are the weak point, not the axle. Most years of production, the axle is the same for all 3 truck models but has a different part number for the DRW OEM's because of the different plate required welded on the end and slightly shorter length for dual wheel mounting.
What is not known is what instant shock pressures resulting from hitting a large chuck hole as they vary infinitely in depths, size, and contour shapes. Impossible to know all holes or sppeds they are encountered at during a truck's/vehicle;s life. What if you run over a 3" or 4" dia branch or log on the road or raised RR track and at what speed? 130% of max GVWR is a gross understatement as it can be well over 200% but you notice that normally the tires do not blow out nor does the axle break or bend nor does the truck's frame. Hitting hard enough can or will cause the need for a realignment of the front suspension/steerling/wheel adjustment alignment. Possible to break a spring. The design used in the OP's truck will withstand much more than you think as these factors have been included in the engineering design and certifications.
DRW's give a wider stance which improves stability and also give a higher carrying capacity on the rear axle. Double? Nope! read the tire info on the sidewall. Different weight capacity if used in dual configuration VS single. Same tire but different capacities! There are pros and cons to having either a SRW or DRW truck pulling the same RV unit. Trucks pulling RV's are driven differently by various drivers, speeds, cornering, brake use, type of roads and climate, flat areas and mountains, etc, so one size and or type does NOT fit all. The OP is pushing the limit of RV size and weight with his 2500HD truck but if driven properly, it can do the task he has. It's a decision the truck owner must make for his or her personal type of usage.
Kind of comical seeing all the posts citing the truck's brakes when pulling a large trailer. The trailer brakes stop the trailer anmd pull backwards on the tow vehicle if adjusted properly. Having the truck's brakes stop the trailer is asking for a jacknife to happen! The trailer MUST pull backward on the truck when braking! Different when hauling a truck camper as it has no axle nor brakes so the truck brakes must stop both.
So many people and RV'ers are simply mind set and fail to use common sense and therefore, think they need a class 8 chassis cab truck tractor just to pull a 15,000 lb RV.
