Is being a little over GVWR no worse than doing 60 in a 55?

AH64ID wrote:
compression braking does wonders. (..) Use what you have, wether it's compression or an exhaust brake. I would be less excited about decending steep grades with a diesel at GCWR without an exhaust brake thou, they are money well spent.

I have neither. Gas power. :-/

blt2ski wrote:
At the end of the day, just because you are under a manufacture rating etc, does not mean it will always work for your application. I never once felt white knuckles in my 96 CC at 16 to even 20K gcw. Dispite the 12500 gcwr GM gave it. In fact, it usually out did, never stalled out on a grade compared to either the 88 or 89 454's I had with 16K gcwr's. They stalled out on any grade over 15-20%.

Just because it is rated to a given number, does not mean it will do what YOUR specs are. The specs are based on an engineer that is not using the rig as you might might. Because of my experiences with light duty truck gcwr's, I do not follow, nor believe them to be true ratings, at least as to HOW I use the trucks. A few I can believe, others, not worth their wt in gold!

marty

Thanks marty. So I'm in the trailer pre-purchase stage. What are the rules of thumb if "just because you are under a manufacture rating etc, does not mean it will always work for your application"? Last thing I want to do is invest a bunch of money into something I can't use.

cdevidal wrote:

rhagfo wrote:
Sorry, just having a little fun with the preciseness of your calculations. :B

No harm, no foul ;)

rhagfo wrote:
Towing at or slightly over GVWR and/or GCVWR, you want to be sure all braking systems are in good working order.

Under. At or slightly under. I thought I'd read earlier in the thread that being right at the limit could be a problem, but when I re-read it (see the next post I wrote above yours) I see there's no real concern.

One thing to remember about GCWR, it is generally a go power rating. So if you pull the same trailer with a smaller motor, than the larger one that is rated higher, the chassis will handle the trailer assuming everything is loaded to spec. BUT< speed up a grade will be slower than with the larger motor.

On the other hand, as happened to me back in the day. I went up a hill at 12K with a C2500 at 12K gcwr, GCWR was 8500, gvwr is 8600, Grade was around 20%. Meanwhile the almight 4bbl 454 in my C3500 dumptruck with the almighty Turbo 400, not to mention a dually! sat at the bottom of the same driveway, blowing up its tranny. Dispite a 16K gcwr, and it was combo'd at 12K also!

At the end of the day, just because you are under a manufacture rating etc, does not mean it will always work for your application. I never once felt white knuckles in my 96 CC at 16 to even 20K gcw. Dispite the 12500 gcwr GM gave it. In fact, it usually out did, never stalled out on a grade compared to either the 88 or 89 454's I had with 16K gcwr's. They stalled out on any grade over 15-20%.

Just because it is rated to a given number, does not mean it will do what YOUR specs are. The specs are based on an engineer that is not using the rig as you might might. Because of my experiences with light duty truck gcwr's, I do not follow, nor believe them to be true ratings, at least as to HOW I use the trucks. A few I can believe, others, not worth their wt in gold!

marty

Drive smart and you will be fine, no questions asked.

Driving smart also means prepping smart, and having a quality brake controller and functioning trailer brakes.. Even if you don't need them to operate at full stopping power.

Unless it's a windy road with lots of corners you may find that 6% isn't all that step and compression braking does wonders. Just be smart about your speed.

I have gone down grades where I needed to touch my brakes twice, and my buddy behind me, at 2/3 the weight, is nearly smoking.... Use what you have, wether it's compression or an exhaust brake. I would be less excited about decending steep grades with a diesel at GCWR without an exhaust brake thou, they are money well spent.

rhagfo wrote:
Sorry, just having a little fun with the preciseness of your calculations. :B

No harm, no foul ;)

rhagfo wrote:
Towing at or slightly over GVWR and/or GCVWR, you want to be sure all braking systems are in good working order.

Under. At or slightly under. I thought I'd read earlier in the thread that being right at the limit could be a problem, but when I re-read it (see the next post I wrote above yours) I see there's no real concern.

cdevidal wrote:

rhagfo wrote:

cdevidal wrote:
So reading this, I gather that being slightly under GVWR isn't a concern, even on long grades?

I calculate I'll be 28lb under the GVWRand we'll traverse I-24 one to three times a year round trip, so up to three trips per year down a 5% grade for 4 1/2 miles, and up to three trips per year down a 6% grade for 4 1/2 miles. That's the worst we expect to see.

Doesn't sound risky but does anyone disagree? I'm all ears.

Really Calculated that you will be 28# under! Hope are not too worried about being over, won't take much more that a big lunch to put you over, and the TV will start falling apart. :B

My GVW can swing several hundred pounds depending on fuel and what is in the fiver. :S

The calculations aren't as important as the question. Is there any concern on the grade that I mentioned being slightly under or right at GVWR?

Sorry, just having a little fun with the preciseness of your calculations. :B

Towing at or slightly over GVWR and/or GCVWR, you want to be sure all braking systems are in good working order.

Coming down long grades use the engine as much as possible to maintain a safe speed, Tow/Haul on a auto correct gear in a manual, same as climbing.

Yeah, I'm probably going to be just fine. From earlier in the thread:

kaydeejay wrote:
GVWR is the MAXIMUM weight at which the manufacturer will stand behind the vehicle in meeting those regs.
If you go over GVWR your truck is NOT going to fall apart but be aware of the following possible (but unlikely) scenarios:
* You may wear out driveline components faster than their designed life

My biggest concern. But it doesn't look like I have much of a choice, so I guess I'm not going to worry about it.

kaydeejay wrote:
* Your dealer could void your drivetrain & suspension warranty

I have no warranty.

kaydeejay wrote:
* If you were involved in an accident you could be cited for overloading

Such a citation (likely) wouldn't occur if I'm right at or under the GVWR. Of course I can be sued but that's not likely to be upheld if I'm at/under.

kaydeejay wrote:
* Following such an accident you insurance company could terminate coverage

Same as above.

kaydeejay wrote:
Bearing all of the above in mind, I would not get too excited about 200-400# overweight.

Ok good.

rhagfo wrote:

cdevidal wrote:
So reading this, I gather that being slightly under GVWR isn't a concern, even on long grades?

I calculate I'll be 28lb under the GVWRand we'll traverse I-24 one to three times a year round trip, so up to three trips per year down a 5% grade for 4 1/2 miles, and up to three trips per year down a 6% grade for 4 1/2 miles. That's the worst we expect to see.

Doesn't sound risky but does anyone disagree? I'm all ears.

Really Calculated that you will be 28# under! Hope are not too worried about being over, won't take much more that a big lunch to put you over, and the TV will start falling apart. :B

My GVW can swing several hundred pounds depending on fuel and what is in the fiver. :S

The calculations aren't as important as the question. Is there any concern on the grade that I mentioned being slightly under or right at GVWR?

cdevidal wrote:
So reading this, I gather that being slightly under GVWR isn't a concern, even on long grades?

I calculate I'll be 28lb under the GVWRand we'll traverse I-24 one to three times a year round trip, so up to three trips per year down a 5% grade for 4 1/2 miles, and up to three trips per year down a 6% grade for 4 1/2 miles. That's the worst we expect to see.

Doesn't sound risky but does anyone disagree? I'm all ears.

Really Calculated that you will be 28# under! Hope are not too worried about being over, won't take much more that a big lunch to put you over, and the TV will start falling apart. :B

My GVW can swing several hundred pounds depending on fuel and what is in the fiver. :S

So reading this, I gather that being slightly under GVWR isn't a concern, even on long grades?

I calculate I'll be 28lb under the GVWR and we'll traverse I-24 one to three times a year round trip, so up to three trips per year down a 5% grade for 4 1/2 miles, and up to three trips per year down a 6% grade for 4 1/2 miles. That's the worst we expect to see.

Doesn't sound risky but does anyone disagree? I'm all ears.