Limiting factor on GVWR for trailer

[SilverEscape]

This isn't exactly a towing question but not sure there was a more appropriate forum?

We noticed our trailer has axle ratings of 3000# each, so 6000# total. And the tires are rated for 1610# each, of 6440# total. The coupler is good for 1500# tongue and 10,000# trailer weight. Our trailer has a GVWR of 5500#.

When we weighed the trailer last time, hitched up, it was 4850#, so not close to the 6000# the axles could carry or 6440# the trailer could carry.

Wondering what is creating the limit of 5500# and why they didn't give this trailer a 6000# GVWR which seems to me would still keep it under the axle and tire limits.

[BenK]

We on the outside of the design product team will NEVER know, nor
will they ever tell...part of their secret sauce and potential
liability for us to know their weak link in this food chain down
to the pavement

It could be a bolt, washer, nut, bracket, bearing and a BIG ETC...

It could just be their marketing department...to the service department
who saw too many issues with it in 'that state'...that then applies
to all of their products.

Why always say first decide if you believe in the OEM's ratings
system or not

If not, then do whatever...knowing that you have now taken the
OEM(s) off the warranty & liability hook...

If yes, then learn how that system works and understand and
follow their ratings

[BubbaChris]

Since it is a discussion, my maker bases it on axle rating. And they use the same pair of axles for multiple TT models.

So as you go up in model size, your CCC drops.

[blt2ski]

At least it is not an equipment trailer or equal. Cargo capacity would be the "sum" of the axle ratings. "Assuming" one has adaquet hutch at. So in a nutshell, axle capacity Plus trailer weight is the gvwr of said trailer.

I would suspect frame as noted by others. I personally would rather suspension components be the weak link. Those are easily fixed or upgrades. A bent frame not so so easy, other than sell to a hi.k yard or scrap what one can.

Marty

[ktmrfs]

only the mfg knows.

They could be setting the GVWR on
1) a number that is set for "1/2" ton towable
2) a large safety margin knowing people may overload
3) a limit set by the trailer frame
4) a limit set by the axles
5) a limit set by the tires
6) a limit set by the springs
7) a limit set by what the tongue is capable of carrying
😎 all of the above or many other limits

One can guess all they want, but only the mfg knows, and more than likely they are not going to tell you what set the limit, just that the GVWR limit is XXXX lbs. Nor are they likely to tell you what to do to raise the limit.

[Old-Biscuit]

Per Jayco

UVW means the typical weight of this unit as built at the factory

GVWR is equal to or greater than the sum of UVW and CCC

CCC is equal to or less than GVWR minus UVW


SO there you go.....straight from Jayco and as clear of a definition as one would want (or bound to get).
Magical Marketing

This is the data sticker on my 5vr with 7K axles & 3750# rated tires

On EDIT:

Image not available.

Data
GVWR----14,375#
UVW-----10,218#
CCC----- 3,435#

[Campfire_Time]

The Jayfeathers are lightweights, so as already alluded to above, the frame is most likely the limiting factor. Look at the difference between your frame and the frame on a Jayco SLX (SLX series used to include hybrids but does not for 2016).

What I find interesting is that more often than not the axles and tires are speced to provide "just enough". In your case they give you some margin.

[JIMNLIN]

Wondering what is creating the limit of 5500# and why they didn't give this trailer a 6000# GVWR which seems to me would still keep it under the axle and tire limits.

The feds allow the vehicle maker to determine any GVWR or the GAWR he chooses. There is no single formula how all the mfg will make those determinations that I've heard of.

We do know 49 CFR FMVSS fed safety regs that the mfg is required to follow says; This paste and copy is a part of 571.110 regs; 571.110
(snipped)
S9. Each motor home and recreation vehicle (RV) trailer must meet the applicable requirements in S9.

S9.1 On motor homes, the sum of the gross axle weight ratings (GAWR) of all axles on the vehicle must not be less than the gross vehicle weight rating (GVWR).

S9.2 On RV trailers, the sum of the GAWRs of all axles on the vehicle plus the vehicle manufacturer's recommended tongue weight must not be less than the GVWR. If tongue weight is specified as a range, the minimum value must be used.

S9.3 Each motor home and RV trailer single stage or final stage manufacturer must affix either a motor home occupant and cargo carrying capacity (OCCC) label (Figure 3) or a RV trailer cargo carrying capacity (CCC) label (Figure 4) to its vehicles that meets the following criteria: (snipped)
--------------------------------------------------------

Now when I purchase a flatdeck or a equipment traileor a car hauler the sum of the axles ratings is usually its GVWR. My last GN trailer was a tri axle with 6k axles and it has a 18k GVWR. The trailer can carry up to 18k on the axles. The truck carries the hitch/pin load.

[3oaks]

I believe carringb has your answer and you, yourself, in your second post in this thread.

I would much rather have the axils, tires, hitch, etc. over-rated for the GVWR of my trailer rather just meeting the bear minimum. These components are built in different range capacities, not custom built to each individual trailer. Perhaps the next lighter range of these components may have been under-rated for your trailer.

On another note, it always amazes me of some of the useless comments made on almost any topic. :R

[carringb]

Well if all coupler and the running gear can all take more weight, by process of elimination that pretty much leaves the frame.

FWIW - We had a Jayco previously, and its frame ended up sagging after a while, behind the axles. That, coupled with some other structural problem, promoted us to sell it. Not sure if the newer Jayco frames are better. Ours had a 5" thin-wall tube frame. This go around, the frame was the first thing I looks at when trailer shopping. (since I also had a weekend warrior with a bad frame...)

[transamz9]

The axles themselves have a rating of 3,000# each when used as a single axle assembly but when you add another axle into the mix that capacity is reduced. Same is true with tires. If you read on the side of an LT tire it gives you single load and dual load capacities. The reason is that at any given time one tire (axle) in the pair can be carrying more of the load. If they listed your trailers GVWR @ 6,000# and you loaded to that then at some point you would overload one of the axles. Going over speed bumps would be on situation that would do it. There are many that could.

If the axles are torsion sprung then they don't have equalizers so just running a little nose high or nose low would greatly change the weight applied on either of the axles.

Does this make sense?

[fla-gypsy]

There is no definitive answer we can give, and is very similar to tow vehicle ratings. We do not have the luxury of knowing all of the engineering details of every component and therefore cannot assume anything beyond what the maker rates the product for. IMO (which is basically worthless) you are easily good to the axle rating of 6k lbs. with the chassis you have. My TT has a GVWR of 10k with 2x5200# axles and a tongue weight exceeding 1k. I increased my tire rating to 10,880 but in the end my GVWR is still 10k.

[SilverEscape]

If I sounded like I meant all manufacturers did it, that wasn't my intention. I have read comments about it in the past so knew that some did. Thanks for sharing how your manufacturer did their weight. I find it interesting to see the different ways it's done.

[LarryJM]

SilverEscape wrote:
It's a discussion folks. I wasn't looking for a definitive answer. People here are usually really good with specs and such so figured someone may have already been through looking into this kind of thing.

I'm merely curious how manufacturers come up with these numbers. It's not just Jayco that does this which is why I'm asking in general.

LarryJM wrote:


BTW if you're paying 30 to 40 cents/min for your cell service you need IMO to update your plan since almost everyone now days has unlimited calling.

Larry

I do have unlimited calling. Within the country I live in which is Canada. Jayco is in the USA and my plan does not have unlimited international calling and since I have only had to call a non-toll free number in the USA once in my life (last year to Jayco), paying for a monthly USA plan isn't sensible.

Well Holiday Rambler that made mine didn't do it like Jayco evidently so again it appears to be manufacturer specific and again only that manufacturer and in particular for that model might have the answer. My trailer's GVWR is 7549 with two 3500lb axles which is on the FMVSS label and has a dry "tongue wt" of 549 so the sum of the two axles and the dry tongue wt. equals the specificed GVWR.

Larry

[SilverEscape]

It's a discussion folks. I wasn't looking for a definitive answer. People here are usually really good with specs and such so figured someone may have already been through looking into this kind of thing.

I'm merely curious how manufacturers come up with these numbers. It's not just Jayco that does this which is why I'm asking in general.

LarryJM wrote:


BTW if you're paying 30 to 40 cents/min for your cell service you need IMO to update your plan since almost everyone now days has unlimited calling.

Larry

I do have unlimited calling. Within the country I live in which is Canada. Jayco is in the USA and my plan does not have unlimited international calling and since I have only had to call a non-toll free number in the USA once in my life (last year to Jayco), paying for a monthly USA plan isn't sensible.