Is a higher TT GVWR better?

id go with your logic as well. Some trailers have gvw that are at the limits of the axles/tires ratings.

That was one of the main things that sold me on our present TT, it had a lot of extra capacity (almost 4K# of CCC).
I think it's best so that you have big brakes and suspension and axles that doesn't sag over time.

The higher the GVWR and the LESS it's loaded to MAX the wider the 'capacity' safety margin. Less chances of being maxed out/overloaded.

And as poster above mentioned......mfgs. install axles/tires that are marginal when it comes to capacity.

outwestbound wrote:
If a travel trailer's load (all my cargo, liquids, batts, LP, etc.)PLUS dry trailer weights were hypothetically say 8,200lbs for two TTs I'm considering, but the GVWR on one was 9800 and the other 11,000, wouldn't the higher GVWR be the safest? Ignoring cost, wouldn't the TT with the highest GVWR, even if I don't need to put more cargo in it, essentially be safer due to stronger brake system?

That theory assumes that the higher GVWR trailer has different brakes. There are only so many choices in brake size out there.

Unless you've heard of dual axle TT's bending and breaking all over numerous forums, the two GVWR's are nothing more than a form of marketing to sell you on one or the other. One is not more "safe" over the other, this has nothing to do with safety. (Much like the truck world.)

I'm not sure how anyone could argue pulling more weight would be more safe, just because you're within ratings. It just doesn't work that way.

In short, GVWR is not how to shop for a TT, despite the fact this site loves to claim so. The only exception would be, does it truly offer more cargo capacity over the other trailer? Extra load capacity might come in handy, however it sounds to me like you know to over estimate already. So how much is too much, and would you ever possibly use it.

I'd use a few other factors to determine which TT to buy.

outwestbound wrote:
If a travel trailer's load (all my cargo, liquids, batts, LP, etc.)PLUS dry trailer weights were hypothetically say 8,200lbs for two TTs I'm considering, but the GVWR on one was 9800 and the other 11,000, wouldn't the higher GVWR be the safest? Ignoring cost, wouldn't the TT with the highest GVWR, even if I don't need to put more cargo in it, essentially be safer due to stronger brake system?

but under these exact conditions, somebody would come on here and whine that if your TV is capable of towing 10,000 lbs. you shouldn't get the 11,000 lb. one.
makes no sense to me.
bumpy

outwestbound wrote:
If a travel trailer's load (all my cargo, liquids, batts, LP, etc.)PLUS dry trailer weights were hypothetically say 8,200lbs for two TTs I'm considering, but the GVWR on one was 9800 and the other 11,000, wouldn't the higher GVWR be the safest? Ignoring cost, wouldn't the TT with the highest GVWR, even if I don't need to put more cargo in it, essentially be safer due to stronger brake system?

Not necessarily. It should be "stronger", but if the same brake assemblies were used between the two, and they are both loaded to their GVWR then the lighter RV would be "safer".

Also, if as you said the as-loaded weight is 8200# then if the same brakes were in both trailers, then they would be just as safe.

Lastly GVWR is a rating, not an indicator of safety. It could be an indicator of trailer chassis strength.

westend wrote:

outwestbound wrote:
If a travel trailer's load (all my cargo, liquids, batts, LP, etc.)PLUS dry trailer weights were hypothetically say 8,200lbs for two TTs I'm considering, but the GVWR on one was 9800 and the other 11,000, wouldn't the higher GVWR be the safest? Ignoring cost, wouldn't the TT with the highest GVWR, even if I don't need to put more cargo in it, essentially be safer due to stronger brake system?

That theory assumes that the higher GVWR trailer has different brakes. There are only so many choices in brake size out there.

Yes, I assumed the brakes would be different but clearly I need to lean more about the specs on all machinery involved; TT and TV. Industry information is sketchy for sure. I'd assumed the dry TT weights to be equal, so to a newbie, if what I put onto the TT was also equal, but the two trailers advertised very different GVWR, then something must account for the increased GVWR (presumably braking). The more kind folks like you all that respond to my questions the more I realize how loose the RV industry - perhaps more in TTs than say motorcoaches, is with facts.

I'm a numerical guy and this whole thing conceptually is a basic optimization subject to constraint exercise. But getting viable assumptions and data is killing me; it will just take time and I learn more every day.

I doubt that weight can be used as any kind of correlative as pertains to trailers, safety-wise. A trailer isn't a car/passenger vehicle, where more weight often yields better protection for passengers.

I'm not even sure what's meant here by "safer"-? A trailer is added bulk/weight to a vehicle; and simple physics dictate that the heavier the trailer, the longer it will take to stop.

outwestbound wrote:
If a travel trailer's load (all my cargo, liquids, batts, LP, etc.)PLUS dry trailer weights were hypothetically say 8,200lbs for two TTs I'm considering, but the GVWR on one was 9800 and the other 11,000, wouldn't the higher GVWR be the safest? Ignoring cost, wouldn't the TT with the highest GVWR, even if I don't need to put more cargo in it, essentially be safer due to stronger brake system?

The TT with the higher GVWR should be safer -- but not necessarily due to a stronger brake system.
The two TTs (9800# GVWR and 11000# GVWR) could be using the same brakes.

But, if they have the same brakes and different GVWRs, the GVWR of the 9800# TT must be limited by something other than its brakes -- perhaps its tires.

So, lets assume the 9800#-rated TT has brakes rated for 12000# and tires rated for 9800#.
And, let's assume the 11000#-rated TT has brakes rated for 12000# and tires rated for 11000#.

Under these assumptions, it boils down to whether it's "safer" to operate at 84% of tire rating and 68% of brake rating (with the lower GVWR) or at 75% of tire rating and 68% of brake rating (with the higher GVWR).

Since the GVWR is supposed to be based on the "weakest" component of the tire/brake/axle/suspension/frame system, I always would opt for the trailer which has the higher GVWR.

Ron