pupeperson
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Re: Actual federal weight law rules, some questions and answers
Shapeshifter: It sounds to me like your coach needs a tag axle. Perhaps it would be possible to mount one behind your present drive axle. These axles are often installed on heavy trucks forward of the front drive axle. They are liftable and many are also steerable, in the sense that they are spring loaded and will turn with the vehicle as required. They typically add about 8000 lbs of load carrying capacity and that too is adjustable I believe, determined by the amount of air pressure you allow into their air bags. It would be something to consider if you are really concerned about being stopped, weighed fined and parked. If you decided to get a tag axle, I would make certain that it is liftable in the event you are presented with a low traction situation. Transferring all the weight the tag would carry back to the driven axle would aid your traction immensely when and if the additional traction was needed.587Views0likes0CommentsRe: Actual federal weight law rules, some questions and answers
Here's a little more grist for the mill. I read the following in the June issue of Trailer Life Magazine, page 108. It is the answer by the "Trailer Life Tech Team" to a question regarding the differences in actual sticker weight ratings on the different, generically similar trucks from the various manufacturers --- Why are some rated higher or lower than others? I quote: "Each manufacturer has its own guidelines for determining its tow ratings, and they are proprietary. Many variables can determine a tow-rating limit." I believe the above statement, by supposedly qualified individuals, lends credence to the position that the stickers have little or no import in law, and are strictly advisory in nature --- like the proverbial mattress tag. Apparently, the stickers have few if any common standards upon which they are based, as differentiated from a DOT tire rating, for instance.550Views0likes0CommentsRe: Actual federal weight law rules, some questions and answers
Hook47 said: "So now Goodyear is making law? Read the load inflation table, you can increase by 9% with no decrease in speed from the usual 55 MPH. Also, can increase by 16% if you don't go past 45 MPH which is usually the minimum hwy speed. " No. Goodyear isn't making any law I know about. They (and others) do provide tires that match the ratings that comply with the standards (law) the DOT recognizes in which they specify weight, pressure and speed, each of which is a component of the tires' rating. By slowing down, one may make some modest increases in weight capacity. One can also add some pressure and carry a bit more. BUT (there's always a BUT) this makes your tires carcass far more susceptible to bruising or breaking from impacts they could otherwise easily absorb. Separations are also more likely from the heat buildup within the tire. Also, I know of no one (thankfully) that drives around impeding trafic at 45 mph down the freeway with grossly overloaded tires/wheels. Even restricting ones' speed to the 55 mph you mention in your post is unlikely over time, at least it is in this part of the country (Nevada. Open roads with speed limits of from 65 to 75 mph for the most part.) It's possible to mount some tires (implement rated) that are not DOT rated on rims that will fit the hubs on our trucks which can then be used to carry tremendous loads over rough terrain at slow speeds, not to exceed 35 mph. But these tires are of little import to the average RVer or even commercial hauler for that matter. The tires to which I referred are DOT rated at the weight and pressure I posted, including a speed rating of 75 mph, which is far more in line with what people might actually limit themselves to than some particular percentage of overload at reduced speeds and increased pressures you mention. I think you might be giving the average person who possesses little actual knowledge of how tires are built and/or rated just enough information to be dangerous to themselves and others. I personally wouldn't advocate exceeding the tires DOT rating. Even exceeding the ST rated tires speed rating of 65 mph on my trailer is spooky to me. Can hardly wait to change them out for some LT rated tires I won't have to worry so much about.550Views0likes0CommentsRe: Actual federal weight law rules, some questions and answers
Hook47 said: "For pupeperson, if you go to the Goodyear site and look for the pdf file labeled loadinflation, you will find out that the load rating of the tire as indicated on the tire is not a real limit. You can increase that load limit by increasing pressure and decreasing speed." Yes. That is correct, to a point. I believe it is unreasonable to list loads that cannot be carried at highway speeds. I also think it would be difficult to explain those precise nuances to most folks, including those who might give you a ticket for exceeding the weight rating molded on the tire sidewall. Increasing pressures above the listed maximum is normally limited to 5psi and 5mph and applies predominantly to ST rated tires In any case, that is why I gave both the size tire and the specific inflation pressure posted by Goodyear, which exactly comes to 5400 lbs. times 2= 10,800 lbs which is what AAM rates the 11.5 inch axles under Dodges and GM light trucks for -- 10,800 lbs. You could actually go down in size to a 255/70R22.5 and up in load range and inflate it to 115 psi and have exactly the same load rating -- 5400 lbs.401Views0likes0CommentsRe: Actual federal weight law rules, some questions and answers
JIMNLIN said: "571.110 S2.2.1 says "except as noted in S4.2.2.2, the sum of the maximum load ratings of the tires fited to an axle shall not be less than the GAWR of the axle system as specified on the vehicles certification required by 49 CFR part 567 (FMVSS placard reg). " If this quote is correct, it would appear that it would be against the law for a person to install a "D" rated tire (or C or P or whatever lower rating) in the place of an "E" rated tire if the vehicle came equipped with "E" rated tires from the manufacturer. I doubt that is the case. It is far more likely that the reg quoted applies to the vehicle assembler/manufacturer rather than to the end user. This would also account for the reason the vehicle assembler/manufacturer "under rates" the axles when compared to the ratings given by the actual axle manufacturer. If the assembler/manufacturer rated a SRW rear axle at the full 10,800 lbs. the axle manufacturer gives it, they'd have to install (according to the Goodyear tire rating chart) at least 275/70R22.5 tires on it to match that axle rating! (5400 lbs per tire at 90 psi single) That would appear to answer a long standing question regarding the reason behind the axle ratings matching twice the tire ratings --- which would give credence to the fact that what matters is the DOT rating on the tires/wheels and the accurate comparison of the axle weight rating to a mattress tag. Thanks Jim! You finally posted something that makes sense out of something that has bothered me for a while. Why do they do it(under rate the axle)? Because the regs require them to in order to be in compliance with the tag that has to be there to show the vehicles capabilities AS IT LEFT THE FACTORY, not necessarily after upfitting with more highly rated tires, wheels, suspension components, etc. For what it's worth, Jim, you're the last person on here I would have expected that info and its resulting claification to come from. Thanks again!290Views0likes0CommentsRe: Actual federal weight law rules, some questions and answers
BertP asked: "....why is it that the DOT folks have told me that I will be ticketed if I exceed the load capacity of my tires?" DOT ratings are separate and distinct from any other ratings. Because the rating on your tires is a Federal DOT rating, it carries the force of law and governmental entities can fine you for exceeding it. The government assumes, prima facie, that loads in excess of DOT rated capacity are dangerous to the public at large and are therefore illegal. End of story. I believe that is because the government is actually certifying that rating to the public and will go after companies whose products fail to meet the specific standards the government has set for them.412Views0likes0CommentsRe: Actual federal weight law rules, some questions and answers
Well said Wadcutter. Nice to hear from someone with the bonafides to qualify as an expert on this subject telling it like it is. I wish you'd add to your comments the fact that equipment on our rigs that actually carry a DOT rating, like the tires and wheels, should not be loaded beyond those limits which actually are enforceable. This is a safety issue that's real, and we don't want people thinking they can grossly overload those items with impunity because they haven't reached the commercial axle ratings.332Views0likes0CommentsRe: Actual federal weight law rules, some questions and answers
blt2ski wrote: "The one exception that I wish they would look at, are Type A MH's, these the owners go by GRAWR< which can be as high as 25-30K lbs. There limit should be, if it is not already, 20K lbs, same as commercial!" If you check closely Marty, I dont think there is a variance on the motorhome's from what the trucks can scale, axlewise. The M/H's that run heavy on the drive axles normally have a tag axle on them. They go up to 20k on the driven rear axle and an additonal 14,000 on the tag assuming they have the tires for it. That gives them 34,000 + 12,000 on the steers for a full 46,000 lbs over the 3 axles --- just like a 3 axle tractor or heavy duty truck. I don't think they'll let a motorhome run heavier than that.482Views0likes0CommentsRe: Diesel vs gas......................
Here's the sum and substance of the gas vs diesel debate for me: I drive a truck for a living. It's a diesel. It's also a very powerful diesel, it runs reeeeeely strong -- reeeeeeeely reeeeeely strong. Every day driving it is like going hunting --- finding that really sharp looking, brand new truck w' all the bells and whistles and just making it look pathetic on the hills.. Stupid? Probably yes. Fun? Undeniably yes! Since I'm in an expedited type of business and it shortens up my trip times by not slowing down on the hills, it also makes good business sense. I don't have time to screw around and I'm well paid for accomplishing regularly what others apparently can't make happen. Now, after driving a truck like that, year after year for hundreds of thousands (maybe a million) miles, having a vehcile that when you push on the skinny pedal, something happens, why would I want to get into a little gas popper and struggle around with my fiver? Getting in everyone's way and being the last guy to arrive at camp cuz I couldn't keep up w/ traffic, falling on my nose on every little grade etc, etc. while everyone else just leaves it on cruise and motors off into the sunset would just be wrong! Just plain wrong!! And that's why I have a diesel and love to drive it and wouldn't have it any other way. If it happens to cost a little more, so be it, cuz it's worth so much more - to me anyway.310Views0likes0Comments
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