GVWR

[MT_Camper]

I Have a 2017 F250 GVWR 10,000 lbs, rear GAWR 6340, front GAWR 4400, E rated tires at 3640 lbs. I have added 8600 lb Timbrens, lower stable loads and a Hellwig bigwig sway bar. I weighed my truck full of gas, two passengers, camper full of water and everything else we thought we needed to bring. The Cat Scale weighed in at:
Front axle 4060
Rear axle 6340
Gross weight 10400
The scale shows I am 400 Lbs over my GVWR listed on my truck.
The truck handles the camper very well.
My question is will this present any problems and what can I do to help?
Any helpful suggestions will be appreciated.
Thanks!


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[troubledwaters]

Marty - why bother? You can't talk sense to people who have over a long period of time have professed "their facts" and ain't going to give in to any amount of common sense or proofs otherwise now. No matter what they're going to live and die by their beliefs. The vast majority of people on this forum are fully capable of separating the wheat from the chaff.

[Cummins12V98]

SD has a flat tonnage fee. I can load my truck to anything my tires are rated for and be legal!

14k on the Dually trucks is simply there to keep them in Class 3 for licensing and insurance purposes.

As long as I am at or under my axle ratings I am not overloaded per the SAE ratings.

[blt2ski]

CWSWine wrote:

blt2ski wrote:

CWSWine wrote:

Cummins12V98 wrote:

Cummins12V98 wrote:
"This is how I come to my conclusion to not exceeding GVWR."

Since you have this GVWR figured out please explain how my RAM Dually has 6k for axle rating and 9,750# rear axle rating and has 14K GVWR. The fact that the RAWR for example is part of the SAE rating and I do run 9,750# rear but even if I only add the unloaded front axle weight of about 5,250# that puts me at 15K.

No one can explain this? I did not write the first sentence above.

Most hotshots are towing empty RVs with 1 Ton trucks and the UVW seldom exceeds the GVWR.

If they have a DOT number they have to comply. DOT uses the VIN to pull the manufacture specs into the weight stations computer. When they drive on the scales they have all green on the screen including the GVWR. During my research, I sat in weight station and watch the weighting process. Ask the operator how many get nailed for over GVWR and very few commercial trucks since the GVWR on commercial trucks are rate high enough they normally exceed GAWR before GVWR but it does happen.

You realize MOST if not ALL commercial trucks, the gvwr is the sum of the axle weight ratings! At least my MDT is that way. Hence why most rigs will get an over weight on an axel, before getting over weight for the sum. Hence also why, many rigs install drop axels etc so they can not always carry more weight, but if a load is loaded incorrectly, ie dump trucks etc, they can stay legal per the axel wts.

I've also been pulled over at the weigh scales, by CVEO's in vans etc. I have yet to get an overweight ticket, even being 150% of the vehicles gvwr per Navistar. I get the FBL regs, assuming I have enough paid for tag on the truck. Even the one time I was over by 1200 lbs of paid tag, I was given 10 days to up the tag by 2000 lbs, as weight is sold here in Wa St. A whopping $15 per ton!

You also realize, if a state uses the manufacture numbers to decide the gvwr of a rig, they can lose federal funding for road repairs etc? Hence why it is very black and white as to what a rig can run down the road at per the FBL.

Again, as I stated above, there is more than one way to look at how one can run down the road at given weight! GCWR does not have a place in weight laws. Only GVW!

Marty

When I got my oil change in my Freightliner chassis I had long talk with one the salesman about Class 8 Trucks. Every truck he had stock and the same GVWR but they were several with different axle
configuration/ratings. He also said the weak link on Class 8 truck are the tires and axles, the frames, brakes and ect are built to well above the GVWR since they spend many years or the road towing heavy loads that has to be margin built in. He also said that wasn't true with all trucks that some the limiting factor isn't the axles but some other component of the truck.

No one has explaned to me why the towing guides say not to exceed either the axle or GVWR.

You will not get a real answer. Same as my 81 GMC C2500, gvwr was 8600, GCWR was 8500! hmmmm gcwr is less than gvwr? yeah right! Yet it could put pull the 89 R3500 I had in many instances which had a 10,500 gvwr and a 16K gcwr. Hence why I refer to the W in these ratings as warranty ratings.

Also, EVERY example I have given you and this forum, has happened to me. I have never been pulled over and weighed and asked what my manufacture rating is, ONLY my paid for registration. Which I can buy in 2000 lbs increments. I can not buy in oddball increments. Just as I am not legal to the 8600 lbs gvwr on the door sticker of my 2000 C2500. I get 8000, as that is what the registrations states. If I am at 8600 gvwr, I am legally speaking, overweight by 600 lbs.
If you show up to Wa st, you will find that RV's generally speaking, have to follow the majority of the laws that commercial rigs have to follow. That includes the max 60 mph speed limit, max axel weights per the federal bridge laws, which I have stated many times. No you do not need a CDL, stop a scales, or follow driving times per day, week etc. Everything else, if you are over 10K lbs, you had better be following the commercial rules of the road.
This is also why I have never gotten an overload ticket, as I follow what the WSP CVEO folks follow when it comes to getting ticketed from a weight standpoint.

If any one is not sure of there states weight laws, look them up! Look up other states laws. Oregon, Idaho, Montana, and California are very similar to Wa st. I am not worried about running down the road at my registered weights for my rigs. Most of which have been licensed OVER the manufactures limits. IE my MDT is at 26K, not the 18,200 Navistar rates it at! Been pulled over at 27,xxx, not had an overweight ticket!

Marty

[blt2ski]

Grit dog wrote:
^Did he just quote himself and say he copied his own posts and the he doesn't know what he's talking about??

Yep.

[Grit_dog]

^Did he just quote himself and say he copied his own posts and the he doesn't know what he's talking about??

[CWSWine]

CWSWine wrote:

blt2ski wrote:

CWSWine wrote:

Cummins12V98 wrote:

Cummins12V98 wrote:
"This is how I come to my conclusion to not exceeding GVWR."

Since you have this GVWR figured out please explain how my RAM Dually has 6k for axle rating and 9,750# rear axle rating and has 14K GVWR. The fact that the RAWR for example is part of the SAE rating and I do run 9,750# rear but even if I only add the unloaded front axle weight of about 5,250# that puts me at 15K.

No one can explain this? I did not write the first sentence above.

Most hotshots are towing empty RVs with 1 Ton trucks and the UVW seldom exceeds the GVWR.

If they have a DOT number they have to comply. DOT uses the VIN to pull the manufacture specs into the weight stations computer. When they drive on the scales they have all green on the screen including the GVWR. During my research, I sat in weight station and watch the weighting process. Ask the operator how many get nailed for over GVWR and very few commercial trucks since the GVWR on commercial trucks are rate high enough they normally exceed GAWR before GVWR but it does happen.

You realize MOST if not ALL commercial trucks, the gvwr is the sum of the axle weight ratings! At least my MDT is that way. Hence why most rigs will get an over weight on an axel, before getting over weight for the sum. Hence also why, many rigs install drop axels etc so they can not always carry more weight, but if a load is loaded incorrectly, ie dump trucks etc, they can stay legal per the axel wts.

I've also been pulled over at the weigh scales, by CVEO's in vans etc. I have yet to get an overweight ticket, even being 150% of the vehicles gvwr per Navistar. I get the FBL regs, assuming I have enough paid for tag on the truck. Even the one time I was over by 1200 lbs of paid tag, I was given 10 days to up the tag by 2000 lbs, as weight is sold here in Wa St. A whopping $15 per ton!

You also realize, if a state uses the manufacture numbers to decide the gvwr of a rig, they can lose federal funding for road repairs etc? Hence why it is very black and white as to what a rig can run down the road at per the FBL.

Again, as I stated above, there is more than one way to look at how one can run down the road at given weight! GCWR does not have a place in weight laws. Only GVW!

Marty

When I got my oil change in my Freightliner chassis I had long talk with one the salesman about Class 8 Trucks. Every truck he had stock and the same GVWR but they were several with different axle
configuration/ratings. He also said the weak link on Class 8 truck are the tires and axles, the frames, brakes and ect are built to well above the GVWR since they spend many years or the road towing heavy loads that has to be margin built in. He also said that wasn't true with all trucks that some the limiting factor isn't the axles but some other component of the truck.

No one has explaned to me why the towing guides say not to exceed either the axle or GVWR.

About 1 1/2 ago I printed out several of you post and brought them to KC CDL training center and the instructor said that you don't know talking about... I just quite paying any attention to your post.

[CWSWine]

blt2ski wrote:

CWSWine wrote:

Cummins12V98 wrote:

Cummins12V98 wrote:
"This is how I come to my conclusion to not exceeding GVWR."

Since you have this GVWR figured out please explain how my RAM Dually has 6k for axle rating and 9,750# rear axle rating and has 14K GVWR. The fact that the RAWR for example is part of the SAE rating and I do run 9,750# rear but even if I only add the unloaded front axle weight of about 5,250# that puts me at 15K.

No one can explain this? I did not write the first sentence above.

Most hotshots are towing empty RVs with 1 Ton trucks and the UVW seldom exceeds the GVWR.

If they have a DOT number they have to comply. DOT uses the VIN to pull the manufacture specs into the weight stations computer. When they drive on the scales they have all green on the screen including the GVWR. During my research, I sat in weight station and watch the weighting process. Ask the operator how many get nailed for over GVWR and very few commercial trucks since the GVWR on commercial trucks are rate high enough they normally exceed GAWR before GVWR but it does happen.

You realize MOST if not ALL commercial trucks, the gvwr is the sum of the axle weight ratings! At least my MDT is that way. Hence why most rigs will get an over weight on an axel, before getting over weight for the sum. Hence also why, many rigs install drop axels etc so they can not always carry more weight, but if a load is loaded incorrectly, ie dump trucks etc, they can stay legal per the axel wts.

I've also been pulled over at the weigh scales, by CVEO's in vans etc. I have yet to get an overweight ticket, even being 150% of the vehicles gvwr per Navistar. I get the FBL regs, assuming I have enough paid for tag on the truck. Even the one time I was over by 1200 lbs of paid tag, I was given 10 days to up the tag by 2000 lbs, as weight is sold here in Wa St. A whopping $15 per ton!

You also realize, if a state uses the manufacture numbers to decide the gvwr of a rig, they can lose federal funding for road repairs etc? Hence why it is very black and white as to what a rig can run down the road at per the FBL.

Again, as I stated above, there is more than one way to look at how one can run down the road at given weight! GCWR does not have a place in weight laws. Only GVW!

Marty

When I got my oil change in my Freightliner chassis I had long talk with one the salesman about Class 8 Trucks. Every truck he had stock and the same GVWR but they were several with different axle
configuration/ratings. He also said the weak link on Class 8 truck are the tires and axles, the frames, brakes and ect are built to well above the GVWR since they spend many years or the road towing heavy loads that has to be margin built in. He also said that wasn't true with all trucks that some the limiting factor isn't the axles but some other component of the truck.

No one has explaned to me why the towing guides say not to exceed either the axle or GVWR.

[JIMNLIN]

Most hotshots are towing empty RVs with 1 Ton trucks and the UVW seldom exceeds the GVWR.

If they have a DOT number they have to comply. DOT uses the VIN to pull the manufacture specs into the weight stations computer. When they drive on the scales they have all green on the screen including the GVWR. During my research, I sat in weight station and watch the weighting process. Ask the operator how many get nailed for over GVWR and very few commercial trucks since the GVWR on commercial trucks are rate high enough they normally exceed GAWR before GVWR but it does happen.

So much misinfo I don't know where to start....anyways..

1. First off hotshots do not pull RVs. Your talking rv transporters.
What you need to do is hang around on a actual hotshot (commercial haulers) website and educate yourself on what dot does and what they look at and how they find it concerning weights and sizes.

2. DOT at the weigh station or roadside does not pull mfg weight specs from anywhere with a computer ......unless the trucks certification tag has been removed. Dot tells us vehicle mfg websites weight specs are not that good of a source to impound a vehicle or pass out overweight tickets

3. How do I know this....Having pulled commercially for over eleven years first as a operator and then a owner for over 1.2 million miles in a 8 state area pulling heavy GN trailers with declared 25k-32k gross combined weight.
I've been through most scale house in a eight state area and I know what they look at.

Here's how it works.
I can registered a one ton DRW truck with a 6000 fawr and 9800 rawr at 15800 lb gross weight.
Now add my 21k lb triaxle GN trailer = 36800 gross combined weight for my declared GCW.

Now when I rolled on the scales DOT looks at the trucks steer axle weight....drive axle weight....trailer axle weight. I'm under my declared operating 36800 GCW.

And I'm under the trucks steer....drive....and trailer axle/tire load ratings.

No where does dot (at the scale house or roadside) use the truck mfg GVWR for how much load the truck can legally safely carry.

By the way.....a vehicle brakes are a function of the axle rating. Thats one reason dot allows the sum of the axle rating (15800 lbs) as the trucks gross weight.
Same with my triaxle GN trailer with 7k axles = 21000 lbs of braking performance
...or 36800 lbs of braking performance at a minimum.

[MFL]

CWSWine's Signature

Truck Weight 11380 Truck GVWR 11,500
Only 180 lbs below my trucks MAX GVWR

Here is a copy/paste of CW's basic math skills! 🙂

[blt2ski]

CWSWine wrote:

Cummins12V98 wrote:

Cummins12V98 wrote:
"This is how I come to my conclusion to not exceeding GVWR."

Since you have this GVWR figured out please explain how my RAM Dually has 6k for axle rating and 9,750# rear axle rating and has 14K GVWR. The fact that the RAWR for example is part of the SAE rating and I do run 9,750# rear but even if I only add the unloaded front axle weight of about 5,250# that puts me at 15K.

No one can explain this? I did not write the first sentence above.

Most hotshots are towing empty RVs with 1 Ton trucks and the UVW seldom exceeds the GVWR.

If they have a DOT number they have to comply. DOT uses the VIN to pull the manufacture specs into the weight stations computer. When they drive on the scales they have all green on the screen including the GVWR. During my research, I sat in weight station and watch the weighting process. Ask the operator how many get nailed for over GVWR and very few commercial trucks since the GVWR on commercial trucks are rate high enough they normally exceed GAWR before GVWR but it does happen.

You realize MOST if not ALL commercial trucks, the gvwr is the sum of the axle weight ratings! At least my MDT is that way. Hence why most rigs will get an over weight on an axel, before getting over weight for the sum. Hence also why, many rigs install drop axels etc so they can not always carry more weight, but if a load is loaded incorrectly, ie dump trucks etc, they can stay legal per the axel wts.

I've also been pulled over at the weigh scales, by CVEO's in vans etc. I have yet to get an overweight ticket, even being 150% of the vehicles gvwr per Navistar. I get the FBL regs, assuming I have enough paid for tag on the truck. Even the one time I was over by 1200 lbs of paid tag, I was given 10 days to up the tag by 2000 lbs, as weight is sold here in Wa St. A whopping $15 per ton!

You also realize, if a state uses the manufacture numbers to decide the gvwr of a rig, they can lose federal funding for road repairs etc? Hence why it is very black and white as to what a rig can run down the road at per the FBL.

Again, as I stated above, there is more than one way to look at how one can run down the road at given weight! GCWR does not have a place in weight laws. Only GVW!

Marty

[Me_Again]

CWSWine wrote:

Most hotshots are towing empty RVs with 1 Ton trucks and the UVW seldom exceeds the GVWR.

Really. RVs are a small part of this business.

[CWSWine]

Me Again wrote:

Cummins12V98 wrote:

Cummins12V98 wrote:
"This is how I come to my conclusion to not exceeding GVWR."

Since you have this GVWR figured out please explain how my RAM Dually has 6k for axle rating and 9,750# rear axle rating and has 14K GVWR. The fact that the RAWR for example is part of the SAE rating and I do run 9,750# rear but even if I only add the unloaded front axle weight of about 5,250# that puts me at 15K.

No one can explain this? I did not write the first sentence above.

Same here. Front axle weighs 5120 and RGAWR is 7,000. Load the rear axle fully, which I do at times, and I am at 12,120. GVWR is 11,700. Licensed to 12K in Washington State, so if I was going to do this often, I would pay few bucks more a year for 14K tonnage.

In your case you should pay for 16K tonnage.

Chris

That is simple -- GVWR is not solely the rating of the axles it also takes in the account the frame, brakes, stopping distance and the overall trucks capacity. You using only one part of the truck to justify your ratings. That like saying that my rims are rated to 10,000 pounds so the rest of the truck is also rated to 10,000. It's not just one part (axles) it is the sum of the parts that determine GVWR.

[CWSWine]

Cummins12V98 wrote:

Cummins12V98 wrote:
"This is how I come to my conclusion to not exceeding GVWR."

Since you have this GVWR figured out please explain how my RAM Dually has 6k for axle rating and 9,750# rear axle rating and has 14K GVWR. The fact that the RAWR for example is part of the SAE rating and I do run 9,750# rear but even if I only add the unloaded front axle weight of about 5,250# that puts me at 15K.

No one can explain this? I did not write the first sentence above.

Most hotshots are towing empty RVs with 1 Ton trucks and the UVW seldom exceeds the GVWR.

If they have a DOT number they have to comply. DOT uses the VIN to pull the manufacture specs into the weight stations computer. When they drive on the scales they have all green on the screen including the GVWR. During my research, I sat in weight station and watch the weighting process. Ask the operator how many get nailed for over GVWR and very few commercial trucks since the GVWR on commercial trucks are rate high enough they normally exceed GAWR before GVWR but it does happen.

[Me_Again]

Cummins12V98 wrote:

Cummins12V98 wrote:
"This is how I come to my conclusion to not exceeding GVWR."

Since you have this GVWR figured out please explain how my RAM Dually has 6k for axle rating and 9,750# rear axle rating and has 14K GVWR. The fact that the RAWR for example is part of the SAE rating and I do run 9,750# rear but even if I only add the unloaded front axle weight of about 5,250# that puts me at 15K.

No one can explain this? I did not write the first sentence above.

Same here. Front axle weighs 5120 and RGAWR is 7,000. Load the rear axle fully, which I do at times, and I am at 12,120. GVWR is 11,700. Licensed to 12K in Washington State, so if I was going to do this often, I would pay few bucks more a year for 14K tonnage.

In your case you should pay for 16K tonnage.

Chris