LT vs P Tires???

My truck has an off road package so it came stock with the LT tires. I say that in reference to the comment someone made about it changing the way the factory designed its suspension, etc. So I guess going to P tires would be doing that.

Ah, yes the OEM's have gone away from 'half ton' and '3/4 ton' and '1 ton'...even
though the public in general continues to use those badges

Now it s 150 or 1500, 250 or 2500, 350 or 3500...etc

and the public continues to intermix that with the old

Know what hasn't changed at all?

Their GVWR's and is the best nomenclature to use...as my 6.2K GVWR Silverado's
badging is no longer known but to a few old guys...C10 is the 'half ton' of it's
day and today's 1500...BUT...it was the 'heavy half ton' of it's day (marketing
verbiage was 'Big Ten') and today's 1500HD

Not to be confused, but most do, with the optional tow packages that does NOT
change the GVWR...Max Tow, HD Tow, etc

Even have had disagreements with folks who will NOT believe that back
in the 70's mini pickups from Japan came in 1 ton marketing badges...and
they should not be confused with my (now daughters) Mazda B2500 (half
ton), but found that they also came in 3/4 ton versions (1998)

Ah! You realize that what you guys just described is why manufacturers no longer use the designations "half ton" and "3/4 ton" anymore. Bottom line is that there are a lot more granular options today. But we've gotten too used to trying to apply old terminology and categories to newer technology so now we're resorting to calling them "fake" 1/2 and 3/4 quarter tons to keep them straight in our minds. Too funny.

Fake half tons are those in the DOT class 2 6001-8400 gvwr, ie a LD 3/4 ton. Std 3/4 and fake 1 tons are in the 8401-10,000 gvwr, a HD DOT class 2 rig. DOT class 3 trucks, or 1 tons, have gvwr's from 10001 -13500 lbs. ANything less than 6000 lbs is a DOT class 1, or half ton. This is per the federal government stds. Badging can be ANYTHING the manufacture wants to call it.

For for a bit was calling its 8600 gvwr Van an E150 when it quit manufacturing rigs smaller than this, then it jumped to an E350 with a 9900 GVWR, difference?!?!?! springs and a different rear axel.

GM in 88 had 1500's at 5600-6600 gvwr, 2500 with 6 lugs with a 7200 gwvwr, 3500 at 8600, no duallies in the C/K line up. The next year, they decided to do a HD2500, which was the before 88 typical HD 2500 at 8600, stock motor was a 350. you had to order an 8600 SW3500 to get a 454. Otherwise, no difference in the truck platform. Then in 90, one could get the 10K dually 3500, the SW 3500 went to 9200 gvwr, the 7200 2500 became a 1500.........badging, can not trust them to be correct per say.

THen again, to me, a std bed for a pickup is 8', was in a dealer the other day, they were trying to tell me a std bed is 6', long bed is 8'.....if I get a different truck, anything smaller than 8' is a deal breaker, so better get me a std bed in my brain. Not sure if sales person got it, but will see.

ANyway, on my last two SW 3500's, I could not tell the difference in towing tween an LR D and LR E tire with 265-75-16 tires, as I never had more than 60 lbs of psi in either size tire. Reality is, if you are not truly at the limit of a given tire size, load rating etc, going up may or may not do you any good. Son put LR E tires on his 1500, rarely has more than 40-50 lbs in the tire. LR C's would have been ample.

Marty

Regular half ton's generally have +7K GVWR's and come with 'P' class tires

Fake half ton's generally have +8K GVWR's and come with 'LT' class tires. Generally
for those who refuse to buy a 3/4 ton, which has a regular +8K GVWR.

Fake 3/4 ton has +9K GVWR's

Why always say to forget using marketing badging and use the only true and
specific reference...their GVWR's...that also does NOT change over time either

My Silverado is the 'HD' version half ton of it's era and has a 6,200 GVWR
compared to today's 'HD' half ton's +8K GVWR

As to why it has 'LT' class tires vs 'P' class...those 'fake' half ton
are really the next higher class truck...for those who refuse to buy
a 3/4 ton truck...

Notice that folks will reference their 'half ton' and if you ask often
enough...they generally will come back with the GVWR...which can range
from +6K GVWR to +7K GVWR to +8K GVWR...so, which half ton are the
advisers referencing to???

BenK wrote:

Fake half ton's will have 'LT' class tires

Never heard this term before. What is a "fake" half ton? And why would it have LT tires?

All OEM's have engineered the components for their offerings sized for
the 'ratings', which includes performance...which has regulatory agency
requirements backed in that needs to be certified

That is how the ratings/limits/specifications systems work here and
even over there

There is no 'weight' per say, but the vehicles limits that going higher
class will help. That weight of the trailer point really also dictates
the TV's class/sizing...which brings along the higher class components
like tires, drive train, frame, etc, etc. Folks see that the higher
class TV's comes with higher class tires...think that just by putting
on higher class tires will make their limits better...nope...just helps
manhandle the setup at the limits better

The RMA recommended 9% de-rating of 'P' class tires on trucks and SUVs
has already been accounted for by the OEM offerings (stock).

'Some' half ton's come from the factory with the next higher class tire, 'LT'

Serious off roading package generally will have 'LT' class tires from
the factory.

Fake half ton's will have 'LT' class tires

Those who push their limits/ratings/spec/etc will benefit more going
to 'LT' class, but not necessary. Their performance will improve by
going to the next higher class, but their ratings will NOT change

The biggest and best change in 'P' class tires for towing has been
going to larger dia wheels and the then required lower aspect ratio
That has less sidewall, therefore less sidewall flexing. Even less
sidewall bendback to roll over even more during maneuvering

If ride quality high on your 'have to have' list, get or stick to 'P'
class of the min size your door label says.

If increasing the manhandling of your setup is high on your 'have to
have' list, then consider going up to 'LT' class, but then understand
that you are re-engineering your suspension and need to account for
those changes and/or requirements of that tire

IMHO, PSI is mainly to keep the tire's shape during it's duties at
or near the limits of spec and is an oxymoron to 'ride quality'

I have a similarly weighted trailer.

There was time when P rated tires had limited max PSI. In those days I swapped out the P rated tires on my Suburbans with LTs. More recently P tires that are really made for SUVs and trucks have better max PSI. I can fill mine up to 51 psi. I've had P rated tires on 2 different trucks for a number of years now. No problem, nor do I feel a need to replace them with LTs.

My truck actually came with ATs (it's a used truck). It tows great, but I question whether my truck would be better off with P tires next time. I don't tow a super heavy trailer, and a bit nicer ride quality and better gas mileage would be nice depending on what the tradeoff might be in towing quality.

My previous truck had P tires on it and did not tow nearly as well, but I think that was more a function of the truck than the tires. It was a 2006 Tundra and was a little less truck than I needed. It was pretty floaty, but that may be more due to the truck than the tires.

Matt

I had 3 seasons on my stock P rated tires towing our 7500lb trailer. I had no major complaints with the way they performed. I also pumped them up to the max 44psi whenever towing. I just replaced them with the Toyo Open Country AT2's which is a 10ply. I haven't towed with the new tires yet. Next trip is in 10 days.