A Little Help With Weights

BFL13 wrote:

JIMNLIN wrote:

I think it depends on where you will be driving for how much overweight you can be "safely". Eg, braking going down a long steep mountain road at highway speed is different from in town on a flat road. I don't know how they "rate" brakes.

Bad braking is a thing of past years with the later gen model LDT size trucks.
Brake on a LDT are the function of the axle ratings ...at a minimum.
A 3500 drw GM may have a 9375 rawr and a 6000 fawr for 15375 lbs of braking performance. I haven't seen the OP cert placard gawrs and may look like these numbers.
At some point GM uprated the 3500 drw rawr to 10500 lbs = which would give this model drw a 16500 lbs of braking performance.....at a minimum.

Hooked up with a 24000 gvwr GN flatdeck or a stock trailer with three 8000 lb axles = 40500 lb of combined braking performance. This is how commercial haulers/ car haulers/cattle haulers can legally/safely operate at these gross combined weights and still carry up to max axle loads.

Not clear. If the duallies have the brakes on only one wheel (AFAIK), then how can the braking stopping distance be different from a single rear wheel 1-ton? Rubber on the road more but only one braking.

A single 1-ton has less RGAWR than a dually, but if it has the same stopping distance, how can that be related to the "axle" weight rate ratings?

Not sure what you mean by “1 wheel”. Rear axle is just like a srw once you pop the wheels off. Aside from unrelated differences like different width. Afaik, most 2500/3500/duallies if they have the same axle, they have the same brakes.
If you reach the threshold of traction when braking (panic stop scenario), the dually “could” brake better based solely on more tire width in the rear (and less in front, so go figure) IF apples to apples, load, tire pressure, surface, tire tread/compound.
Real world, not really a difference, unless the stars align. It’s whatever tire combo breaks traction first. Certainly no difference in “normal” braking.