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
brulaz wrote:spoon059 wrote:
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It requires that the brakes be tested to stop the weight
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According to this article:
http://thechronicleherald.ca/wheelsnews/1229762-sae-j2807-the-new-common-standard-for-tow-ratings
The brake test requires the truck (if SRW under 13K GVWR) be able to stop the max trailer weight in 35 feet from 20 mph "without the use of trailer brakes while remaining within a standard 11.5-foot wide lane." There's nothing about repeated stops and brake fade or higher speeds. Still, it's better than nothing.
Brake stopping performance on your Tundra or any truck is determined by the trucks FAWR/RAWR. I have no idea what the Tundras GAWRs are but lets say it has a 4200 RAWR and a 4000 FAWR = 8200 lbs of braking performance.
Same with the trailer with two 6k axles = 12000 lbs of braking performance.
Together this combo would have 20200 lb of braking performance.
Some folks seem to think the FMVSS is the determining factor in a trucks total braking performance. Simply not true. The truck makers do their own brake design/engineering and testing. Once the truck maker is satisfied with the product it offered for the FMVSS brakes testing which is done at the trucks GVWR in proportion to the GAWRs.
IMO if a trailer owners brakes won't stop the trailer then get them fixed or a different brake controller. Having several different RV trailers and over a dozen GN/bumper pull trailers I made sure mine did.
