Exceeding GVWR
My brother owns a 2015 GMC 2500HD, DuraMax/Allison 4X4 with a GVWR of 10,000lbs. It CAT scaled with him, his DW and a full tank at 8000lbs. This leaves him 2000lbs remaining payload. They are inte...
Forum Discussion
2112 wrote:
This is all good information.
Is it safe to say his pin weight will increase by 100lbs for every 400lbs of cargo they add? Using the 25% rule of thumb. I don't know how else to calculate loaded pin weight. Full waste tanks push me way over GVWR and RAWR on my 150 and my dry pin weight is 1150lbs.
He will never reach RAWR or CGVWR. It's how much over GVWR would be acceptable.
We live and travel in Texas and do not know what the law is here.
I don't want to see them make a costly error on this and he doesn't want to damage his new truck.
it is good that you are using your experience to guide them. That and I never recommend to others to tow over GVWR, even though I do it myself, that is their decision to make.
That said the experiences of those that chose to tow over GVWR varies greatly by the post I read.
Some, like myself don't have any issues with the experience, others talk about terrible ride, unstable feeling, the 5er is pushing them, so the step up to a 350/350 sometimes SRW and many time DRW, then say the ride is greatly improved, I find it interesting with the 350/3500 SRW steps.
When we went to get our current 5er I knew we would be OVER GVWR. Our 2001 2500 had Camper Package and optional larger tires. The 5er was at a CW 250 miles from home, we did the PDI and all was good, I stated before we sign the papers I needed to hook it up to see if the TV squatted too much. Well it didn't (no bags ot Timbren's), so home we went.
Well just say well over GVWR, well under rear axle rating, and very well under tire rating.
I absolutely enjoy driving roads like below and travel with the flow of traffic. These are 55 mph state highways, and traffic usually runs about 60 mph.
