How rigid is payload number

kaydeejay wrote:
Wanna bet! If the truck is loaded beyond GVWR and an accident due to a brake fade situation occurs, who do you think is going to held responsible?
It sure won't be the Manufacturer!
(This also assumes the trailer does its fair share of the work, if not the situation is even worse. Truck brakes are rated for a max of GVWR, NOT GCWR)

Seriously? Can you point to ANY reasonably recent (say, last 10 years) case where the manufacturer was held liable for an accident that came about as a result of brake fade, with or without a trailer?

Sorry - brake fade is just poor driving.

(BTW - this isn't a defense of driving over the limits - see previous post for my opinion on that.)

Payload is usually pretty critical - more so than GVWR. Payload is USUALLY based on the only legally enforceable limits: The axle weight rating and/or the tire weight rating. It's not one to be going over.

IMO, one shouldn't go over any of the weight ratings (I stay under mine).

spoon059 wrote:

kaydeejay wrote:
That removes any liability your Manufacturer may have for a failure due to weight, including a run-away brake fade situation.

Ummm... over payload but under GCVWR has nothing to do with a run-away rig or brake fade.

Wanna bet! If the truck is loaded beyond GVWR and an accident due to a brake fade situation occurs, who do you think is going to held responsible?
It sure won't be the Manufacturer!
(This also assumes the trailer does its fair share of the work, if not the situation is even worse. Truck brakes are rated for a max of GVWR, NOT GCWR)

TheGreatWaz00 wrote:
OK the Mrs and I have chosen a TT, Rockwood 8311SS. It is within my tow limit, the question I have is the payload number. How critical is it to be below your payload number?

I have a Ram 1500, with a payload rating of 1266. I have 800# of passenger and gasoline. The Hitch weight is 746 for the TT so I would have a payload of 1546 - basically 300# over the rated 1266 number.

??

You are way off on your numbers. That 746 is unloaded hitch weight. The unloaded weight of the trailer is 7180 with GVWR of 8400 lbs.

Once you and the dealer get done loading propane, battery, dishes, pots and pans, flatware, bedding, BBQ, camp chairs, groceries, and water. That trailer will easily reach 8000 lbs with tongue weight around 1000. With WD hitch, you will need 11 - 1200 lbs of payload, just to support the trailer.

In one of your previous posts, you stated your truck has 1266 payload and 7700 lbs max towing capacity. Once you put 800 lbs of people and cargo in your truck, your max towing capacity is no longer 7700 lbs. It drops pound for pound of what you put in the truck. Max tow capacity is now 6900 lbs. Your max tow capacity will be exceeded by about 300 lbs, before you and the dealer do your loading.

You will be over not just on payload and tow capacity. GVWR and GCVWR will also be over weight.

You will have a very unpleasant towing experience.

Just traded my '13 RAM 1500 with 20K on a '15 2500 for the same issue. I never took it to the scales to get actual measurements, but I am fairly certain I was in the 5-600lbs overweight range. The 1500 with 5.7 has plenty of engine power to pull, but you really feel the weight on the lighter rear coils. Spoon up above is right on with numbers. Would definitely consider lighter trailer or more truck.

Payload is derived from a GVWR number that the truck makers choose. The truck maker may chose any GVWR up to and including the sum of trucks trucks FAWR/RAWR.
Payload numbers are a joke for some trucks if used for how much weight is carried in the bed of a truck. Some trucks payload placard exceeds the trucks RAWR/tire load ratings by several hundred lbs.

Trucks carry weight determined by the GAWRs of each axle system and the RAWR in particular.
Lets say your 1500 Ram has a 3900 RAWR which comes off the trucks certification placard. The trucks rear axle may weigh in the 2400-2500 lb range which leaves around 1400-1500 lbs of actual payload.
Just stay under the trucks axle/tire ratings for safely carrying a load.

Less trailer or more truck.

How rigid is the payload number? The GVWR is the weight that the manufacturer has declared in writing that you are "Not to exceed".

kaydeejay wrote:
That removes any liability your Manufacturer may have for a failure due to weight, including a run-away brake fade situation.

Ummm... over payload but under GCVWR has nothing to do with a run-away rig or brake fade.

OP, being over your payload is a complicated issue. Will your vehicle suddenly break in half and leave you stranded and impregnate your daughter...? Probably not. Will it cause premature wear and tear on your drivetrain if you tow 2000 miles a year? Probably not. Will it cause you to lose complete and total control and kill a bus full of nuns and orphans? Probably not.

That being said, I wouldn't encourage you to exceed your payload. While the likelihood of any of those things happening is extremely low, its not worth the risk.

I would guess that the tongue weight you listed is the dry weight. Adding a battery, propane, hitch and supplies can increase that tongue weight by a couple hundred pounds or more. So instead of 300 lbs over, you are now 500 lbs over or more.

The "shipping weight" is 7180 on the first model that I found online. Even 12% tongue weight is 861 lbs, 15% is over 1000 lbs. That is without ANY of your supplies in the trailer. The 861 plus 800 lbs in the truck puts you at 1661 with a light tongue weight and no supplies.

Exceeding by 100 lbs or so is one thing... you are at LEAST 400 lbs over without supplies. I would suggest this is too much trailer for your truck.

I agree with the first three responders responses!!

OVER IS OVER ... Get more TV or less Trailer.

Larry