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Old-Biscuit wrote:

Bedlam wrote:
I would not be surprised if the RAWR is based on his current tire capacity. When you find which axle your truck is using, you can then get the specifications on that axle to find the limits. For example, my truck runs the Sterling 10.5" axle rated at 9750 lbs. My GAWR was based off the tires that came on my truck even though the same frame, brakes, axle and suspension is used on other trucks with a higher rating than my 6200 lbs. I currently run 4500 lb rated rims with 4850 lb rated tires along with suspension aids to give me a 9000 lb RAWR.

And yet you still have a truck with a GVWR of 10,000#.

Agree with you OB...I don't understand how some think they can add tires that are rated to carry more weight than their axle and think all will be well....the axle and suspension have now become the weak link...Heck, if that were the case, I ought to be able to buy a 1/2 ton p/u, put G or H rated tires on it and I'll be able to handle thousands of pounds more then, though, the rear axle rating will be pushed well beyond it's limits..

Let's see, GVWR is a joke, very few, if any use that rating any more, "just a number", (reason I'm referred to as the weight police:)...THEN, I go with the trucks RAWR, to a point, and if a 6,084# RAWR isn't enough...heck, toss the OEM tires, and put some G or H rated tires on that sucker to where it can handle 9,000# with the tires, though the axle is only rated at a little over 6,000#:h ......IF ONLY it were THAT easy........

How much of the RAWR does one cut into? If axle is rated at 6,000# (just an example), is it ok to to drop a 4,000# pin weight in a 3/4 ton truck, knowing that we only have 4 or 500 lbs in reserve to tow the 5er over bumps, stops, up and down all around...heck, suspension should last forever with that scenario.