Door decal and Gross Vehicle Weight Rating (GVWR)

The Vehicle Certificate Label certifies vehicle conforms to Fed Motor Vehicle Standards.

Then it states: The label also lists: And go on to list 9 items.
One item is Gross Vehicle Weight Rating. (And this is key-----that sentence ends with a PERIOD) THEN it goes on to describe that the F/R axle weight ratings are based on minimum rim size and cold tire pressure.

Based on THAT sentence structure......GVWR is one item LISTED on 'label' and F/R AWRs are other items listed WITH a caveat on how they are determined.....not on how GVWR is determined.



And I understand that the data was from a 2004 Ram Service Manual but YOU posted it therefore by extension it is YOUR example.
Hence my reference: In your example.

I agree . Look at the way the label is structured . GVWR is on the top line with no supporting info . The lines with GAWF and GAWR continue across "with" a particular wheel , tire and psi .

To address another question , My GMC , cab/chassis came with a booklet called " Document for Incomplete Vehicle" . The label normally on the door pillar with GVWR ,GAWF , and GAWR is affixed to this document.
There is no similar statement that was quoted from the Dodge book .

Reddog1 wrote:



Again a clear reference to the tires and rims determining the GVWR.




Wayne

This says to me that wheels , tires and psi affects Axle ratings , but not GVWR .

Reddog1 wrote:

Kayteg1 wrote:
... For example Ford makes chassis capable of 35,000 lb GVWR, but such vehicle would require CDL (unless registered as RV) so Ford derated the chassis to 26,000 lb with possible lighter tires.
That doesn't mean the chassis can't handle 35k
Typical sample - 1 ton pickups hauling goseneck with 5 cars on it.

I do not find that hard to believe at all. Do you have a link to some documentation to support that? I think it is valuable to know.

Wayne

Link to what?
1-ton pickup hauling 5 cars, or derating the vehicles?
Go to Ford forum and you will see lot of proof that 3/4 tons F250 and 1 ton F350 are identical vehicles with added suspension blocks.
It all boils down to how much registration fee you want to pay.

Kayteg1 wrote:

Link to what?
1-ton pickup hauling 5 cars, or derating the vehicles?
Go to Ford forum and you will see lot of proof that 3/4 tons F250 and 1 ton F350 are identical vehicles with added suspension blocks.
It all boils down to how much registration fee you want to pay.

I don't have much to add, but I've seen this a few times on this forum. This isn;t true.

For the OBS Ford it's true for just the rear axle, it uses the same rear spring pack and Sterling 10.25 axle. However, front axles are VERY different (TTB versus D60).

For Super Duty trucks the 250 and 350 uses different springs, and different front axles (D50 versus D60). The frame is the same, however.

Nothing has changed even after this thread

The axle manufacturer does specify an axle limit which does not take into account the tires and rims on the vehicle.

The GAWR is the lowest of the tire and rims OR the axle manufacturer axle limit.

The front axle is selected to carry the weight of the truck with the heaviest engine and options. The springs are then selected to carry the particular combination weight of options selected at time of build. Some times, different axles are used in the front, but usually only two options.

The rear axle is usually selected to handle the torque of the engine. It is common for a manufacturer to use two different axles. Torque plays as much role as payload and why the axle limit exceeds the tire/rim limit (especially on SRW vehicles). Springs are selected to carry the maximum payload for the configuration.

Total GAWR always exceeds GVWR because it is almost impossible to distribute the weight evenly. Additionally, they manufacturers tend to leave a little margin to spare for design changes. This is also where brake design factors into the question. The brakes are designed to be able to stop the vehicle when it is loaded to GVWR within certain distance.

The other major factor is the frame design as it must be strong enough to handle the torque, payload, flexing, etc to keep everything together. Usually, the frame design does not impact the payload capacity other than the weight it eats from the GVWR.

Federal Laws also at one time had an impact GVWR. My 2004 Dodge as a lot of others had a GVWR of 9,900 pounds because that was the Federal Limit for commercial licenses at one time.

kohldad wrote:


GVWR always exceeds total of GAWRs

I'm sure its just a typo . GVWR can NEVER exceed total of GAW ratings for the reasons you gave .

fla-gypsy wrote:
Nothing has changed even after this thread

Sadly, I think you are correct.

Lots of responses, but do you see any supporting information other than beliefs? When you consider what is the best truck, Ford, GM or Dodge, I am sure it is the white one. Why. cause there are more of them sold, and it justifies my truck.

I tried in good faith to offer factual information, with a manufactures recorded data. Kind of makes you think what's the point, misinformation, second guessing, statements without manufactures supporting documentation or resource location will always be offered as gospel.

Wayne

kohldad wrote:


The GAWR is the lowest of the tire and rims OR the axle manufacturer axle limit.

Or something else on the vehicle.

Since we are talking 2004 Dodges in this thread it is a great example.

AAM 11.5" axle rated at 10,912lbs by AAM. SRW/DRW irrelevant.

DRW tire capacity: 11.340lbs
DRW wheel capacity: 10,400lbs
RAWR: 9,350lbs.

SRW tire/wheel capacity: 6390lbs
SRW RAWR: 6,010lbs or 6,200lbs

So what is making that limit? It isn't the axle, tires, or wheels.