Huge discrepancies
We have been looking at F-150s. Each time we find one that looks like a likely candidate, we call the dealership and ask about it, including the payload capacity. Four out of four people have given ...
Forum Discussion
spoon059 wrote:brulaz wrote:spoon059 wrote:
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If I am over GVWR and under GCWR then the brakes are still adequately rated for the weight, no matter where that weight lies.
If my truck weighs 7200 lbs and the trailer weights 8800 lbs, I am at my GCWR and my brakes have met the federal regulation standard. If my truck weights in at 7500 lbs and the trailer weights 8500 lbs, I am still at my GCWR and my brakes still meet the standard.
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It's my understanding that the GCWR assumes the trailer can stop itself. You seem to be saying that the truck's brakes are rated for the full GCWR not just the GVWR. Don't think that's right.
Sigh... please read a quote of myself...spoon059 wrote:
Toyota says that, properly loaded, my truck can safely tow a 10,300 lbs trailer. The brakes don't care if that is a 5th wheel, flat deck of bricks, etc. Therefore they believe that the Tundra's brakes plus the brakes of the 10,300 lbs trailer are sufficient enough to safely bring my vehicle to a halt. Furthermore, they met federal standards to make that claim.
I agree with that.
Where I have problems is this:
spoon059 wrote:
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If I am over GVWR and under GCWR then the brakes are still adequately rated for the weight, no matter where that weight lies.
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I'm pretty sure what Toyota means by "properly loaded" is at or below the truck's GVWR.
spoon059 wrote:
Toyota says that, properly loaded, my truck can safely tow a 10,300 lbs trailer.
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I think the manufacturers recommend that we not exceed ANY of their weight ratings.
