Can someone explain this?

ShinerBock wrote:

demiles wrote:
A single axle weight rating alone doesn’t necessarily dictate vehicle performance as a whole. Here is some information about GVWR vs AWR from Bob Raybuck Director of Technical Services NTEA.

“There’s a common misconception that a truck’s GVWR is determined by adding gross axle weight ratings (GAWRs) together for all axles. Although this was a common way of calculating GVWR many years ago, it’s no longer an accurate method. The chassis manufacturer task of establishing a vehicle GVWR is much more difficult today due to advancement of safety system standards and how vehicles meet these requirements. This is why many trucks have a GVWR much lower than the combined axle ratings. It is not uncommon for a truck with a GVWR of 19,500 pounds to have a front axle rated at 7,500 pounds and a rear axle rated at 14,700 pounds. Safety standards that apply to braking, vehicle stability, and chassis manufacturer internal standards for durability, dynamic stability and handling can restrict GVWR even though the sum of the axle ratings exceeds 22,000 pounds. In this instance, the OEM set the GVWR at 19,500 pounds based on test results and vehicle dynamic performance to ensure a safe, reliable truck.”

My truck has the same front axle, front suspension, rear axle, transmission, engine, and frame rating as a 3500 which is rated to handle more GVWR than 10k. The only major difference in ratings is the 500 less rear GAWR due to its coil suspension. So the truck itself can handle more GVWR than it my 2550 is rated and its weakest link is the rear suspension which has a greater GAWR than the F350 that ha a greater GVWR.

There are different requirements in the testing for class 2 and class 3 trucks for these safety standards. If you need a class 3 truck get one, I’m not going to continue to play the “tell me what I want to hear” game.