Yet another Towmax issue!

[GaryBro]

I had Towmax tires (235 80R16) on my new Fuzion 310 when I bought it in 2012. Ordered a TST 507 system with 10 sensors for my truck and camper. I thought that these would warn me of impending doom before something bad happened, so I really didn't worry too much. However, running along at 58 - 60, one of them let loose with the standard damage to the camper. All sensors were reading between 86 and 88 psi during the trip, and the one on the failed tire was still reading 88 after I had stopped (an issue to be resolved with TST). I got to my campsite on the spare and headed for a tire store. Decided to go with Goodyear G614's because of their 4080 pound load rating and they are made in USA! It's more than I need, but the Towmax tires at about 3000 pounds were at or past their limit with the Fuzion 310. The G614's are 14 ply and I'm not too concerned about them failing. A bit tough to handle the $1423 total price, but safety is the first concern.

[kellydog98]

I have a Fuzion 403 with 6 tires. Goodyear was the way to go for me too. I think you will enjoy 'em. Happy Pulling!

[JRTJH]

GaryBro,

It sounds like you got caught not only by "typically questionable tires" but also by technology that didn't do you any favors. TPMS's are great (when they work) and can lead to a false sense of security when we think they are working (but aren't).

Could a functional TPMS have saved you this time, or is it possible that manually and visually checking your tires (maybe you did and just didn't say so) would have given you enough advance warning to watch closer ???

Unfortunately, this is a situation where the damage is already done. Once you get your trailer repaired and the new Goodyear tires onboard, hopefully TST can figure out what happened to the TPMS. It looks like the technology may have failed, but we may never know if it would have warned you soon enough to prevent the tire failure.

Maybe a "take away message" for everyone would be to visually check tires when stopped for breaks and don't put all your faith in a dash monitor, especially when running tires with a known history of being unreliable.

[GaryBro]

Part of it was probably my fault by relying on the sensors too much. The tire dealer showed me the failed tire and pointed out that right where it blew apart, the tread was quite warn off on one side. He said that this is evidence that the cords were broken for a while (don't know just how long). I guess the thing to do is inspect the tires often and question ANY strange wear patterns or bumps - sidewall and tread!

[GaryBro]

Just talked to a company (TBC something) and they handle claims for many tires, Towmax being one of them. She is forwarding my info to the company who makes the tires (Dynamic in Ontario, CA) and told me that my claim would be for the tire and the damage to the trailer. At least they will consider (I hope) fixing everything. I'll keep you posted.

[outwest]

Not to defend towmax, for they are cheap tires (and I don't mean just in price) but I think a large part of the failures while towing is things like too tight of turns and rolling the tire, rubbing curbs, sun rot, excessive speed, etc and due to not fully inspecting before and during trip and thinking old ones are okay just because they have tread still. On year two and still haven't changed out our towmax and no problems. Yeah, I'm playing with fire, but I examine them constantly (at every stop, etc). They will be changed out pretty soon, though. I only keep rv tires for two-three years (and I don't trust towmax enough to try a 3rd year)

@op - sorry to hear you had a blowout. Hope the damage wasn't too excessive and glad nobody was injured.

[JRTJH]

Not to defend towmax, for they are cheap tires (and I don't mean just in price) but I think a large part of the failures while towing is things like too tight of turns and rolling the tire, rubbing curbs, sun rot, excessive speed, etc and due to not fully inspecting before and during trip and thinking old ones are okay just because they have tread still. On year two and still haven't changed out our towmax and no problems. Yeah, I'm playing with fire, but I examine them constantly (at every stop, etc). They will be changed out pretty soon, though. I only keep rv tires for two-three years (and I don't trust towmax enough to try a 3rd year)

@op - sorry to hear you had a blowout. Hope the damage wasn't too excessive and glad nobody was injured.

I totally agree with your assessment of Towmax tires. And I'd also suggest that it really doesn't matter which brand tire you have on your RV, "misuse" does occur with all of our tires when we turn too sharply, pull over the edge of a concrete pad, hit a pothole, etc. Then, to become lax in not checking pressure, inspecting for damage/wear, relying on an "electronic monitor device" and expecting tires to last for the "suggested lifetime" is "playing with fire.....

I think (just my opinion) that many times we buy the "latest gadget" and then turn all "responsibility" for whatever it's supposed monitor over to the gadget and "put it out of our mind and stop worrying about it. That can be a costly mistake. I wonder how many of us have stopped using a tire gage to check pressure and simply turn on the TPMS and look at what it says before we start our driving day? We think, "The tires are OK, the "box" says so....."

Many times I've seen monitors in the hospital alarm that a patient has stopped breathing, or that their heart has stopped beating. The life support team rushes in and when they arrive, the patient are sitting up in bed, watching TV and wishing the "damned bell" would stop ringing.... If we relied on those monitors, those patients should be on a one way trip to the morgue. Other times, I've seen those same monitors not alarm when the patient is in "grave danger".... Those are some of the most sophisticated monitoring systems ever built.

So, to rely on a $200 TPMS and to "trust it" as "always going to work" is taking a big risk.

To "philosophize" briefly, it seems that we've become too "busy" to be bothered, so we buy another gadget or add another app and get back to "playing" or "resting" and let the smart phone do the work for us.... I'm sure that "gadgets" and "smart phones" have a way of "HELPING" us, but I'm not so sure that any of them have the ability to "do the thinking for us" or "take over our responsibility".... I still think that when we pull into a rest stop after driving 2 or 3 hours, that the smartest thing we could do (before wetting our pants) is to walk around the trailer and truck, "thump" the tires, use a laser thermometer (or at least a hand) to check temp, shake the spare tire, the awning uprights, look at the windows, check the hitch, look for anything loose or "flopping", then go get some of that "other relief"..... Just sayin'.....

ADDED: I'm not trying to point fingers at the OP. He has enough issues trying to get his RV repaired and his tires replaced. The point I'm trying to illustrate is that we all can learn from his misfortune that relying on a machine to take over a task isn't always a prudent thing to do.

[CWtheMan]

I Decided to go with Goodyear G614's because of their 4080 pound load rating and they are made in USA! The G614's are 14 ply and I'm not too concerned about them failing. A bit tough to handle the $1423 total price, but safety is the first concern.

Maximum load capacity for the G614 is 3750# at 110 psi. Still much better than your OE tires.

CW

[TomHaycraft]

I had Towmax tires (235 80R16) on my new Fuzion 310 when I bought it in 2012. Ordered a TST 507 system with 10 sensors for my truck and camper.

Many good points made about the tires and reliance on TPMS. Another point to keep in mind about the TPMS devices, my experience is based on the TST 507, don't know if it relates to others.

While the logic is good to quickly alarm on high and low pressure and high temperature (outside default or user defined limits), the TST does not have the logic to alarm when sending unit is out of range. I can recall a post on this board or another, about use of the sending units on a long trailer where a repeater (amplifier?) was necessary to reliably get the signals to the receiving unit. GaryBro, having a triple-axel trailer, something you might consider when talking to folks at Trucking Systems Technologies.

To put this another way, after unhooking at a recent campground, receiver still on in the truck, I drove away for some bags of ice. A couple miles from the trailer, the same pressures and temperatures were displayed. This particular unit (others too?) does not have the logic to say, "it has been x-minutes or seconds since I heard from a transmitting device, alarm the operator."

I hear the unit alarm at times when I'm adding air (over pressure in flow-thru device) or when I remove the sending units when returning the trailer to storage. The device alarms quickly when a limit has been passed.

Hope this helps, safe travels.

[GaryBro]

Very good points to remember. I always manually check and reset the pressure of the tires before heading out. I then turn on the TPMS, just to see if it agrees with my hand gauge - usually only off by 1 or two psi so I don't worry. I will be checking the tires more closely before and during trips - something that I have been overlooking. Camping World had a display for the G614 and on the tire I read 4080 max load. What I forgot was that upon closer inspection of the tire, it was a G9xx (don't remember just what it was). The tire didn't match the signs. I'm still happy with the rating of the G614 as it will be more than enough for my camper and far better than the Towmax ones.

I only have a two axle trailer and was told that it "should" work. However, in the beginning I was getting lost signals on the back tires quite a bit. I then put the small antenna (that comes with the system) on the back window of my truck. It seems to be working fine, but is it really???? Will have to look into a signal booster!

[kellydog98]

So, Just to set the TPMS record straight...TPMS is used to keep the driver aware of the psi and tire temp. A blow out may and will happen with normal psi and tire temp. So, relying on a TPMS system to 'WARN' anyone of the wear of a tire is not true. That is the operaters job before and during travel. I truley appreciate my TPMS to indicate if their is a loss of air over time, or if the temp increases which could be a wear indicator. Either one has me pulling over before the next gas up and checking. Happing Pulling"bouncey:

[JRTJH]

So, Just to set the TPMS record straight...TPMS is used to keep the driver aware of the psi and tire temp. A blow out may and will happen with normal psi and tire temp. So, relying on a TPMS system to 'WARN' anyone of the wear of a tire is not true. That is the operaters job before and during travel. I truley appreciate my TPMS to indicate if their is a loss of air over time, or if the temp increases which could be a wear indicator. Either one has me pulling over before the next gas up and checking. Happing Pulling"bouncey:

As long as the TPMS is functional, you're golden, but as indicated a couple of posts back, when you unhook the trailer, drive a couple of miles away and your TPMS is still indicating proper pressure, there's an indication that it "may not be reflecting the correct status"... Don't believe everything you see, some TPMS systems, if they lose remote contact with the tire sending unit, will reflect the last known status, not the current "loss of status" and give the driver a false sense of well-being". Whether it's pressure or temperature, knowing what it was "several miles ago" is useless information and can cause problems.

It's good that you have faith in your TPMS, I've got one on my truck and another on my RV and I still "thump the tires" and do a laser temp check at every stop as well as use my pressure gage every morning along with my torque wrench. I just don't trust my TPMS and if I knew then what I know now, I probably would have invested in an upgraded GPS.

[rnkburg]

I feel your pain. The exact same thing happens to me. My temps and pressure were perfect but mine let loose. It split right into damaging the side of camper. I ended up with the geostar g rated as recommended by some on here. Much better tire


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[outwest]

Just thought I would update regarding my factory original Towmax tires. So far, over 6700 miles on them and they still look really good. Considering that it's a 2012 model trailer (and thus they're at least 3 yrs old, even though the trailer is only 2 yrs old to me), I'm not sure how much further I trust them and am working on deciding what to replace them with. But. . .

I think the factor that has helped the most (besides routinely checking pressure, parking on plastic blocks, and covering with tire covers when sitting in summer sun) has been the fact that it's a bumper pull and thus haven't maneuvered into extremely tight backup turns where the tires get scooted sideways, like you can do with a fifth wheel.

[paoutlaw]

out west what i believe you are not seeing is that the other campers these tires are on are twice the weight of your camper. and they are over the maxed capacity in dry weight them we load all are stuff and they are under rated. when every thing is at full load with water and cargo. if you look at two max their are rating for single tire and in dual use the dual use is an even lower rating.
Article No. Tire Size PR / LR Tread Depth Single Max. Load LBS.@PSI Dual Max. Load LBS.@PSI O.D. (inch) S.W. (inch) Static Loaded Radius
MAX13 ST175/80R13 C/6 10 1360 @ 50 1200@50 24.0 6.97 11.3
MAX15 ST185/80R13 C/6 10 1480 @ 50 1280@50 24.7 7.24 11.6
MAX36 ST205/75R14 C/6 10 1760 @ 50 1570@50 26.1 7.99 12.3
MAX38 ST215/75R14 C/6 10 1870 @ 50 1650@50 26.7 8.50 12.6
MAX48 ST205/75R15* C/6 10 1820 @ 50 1610@50 27.1 7.99 12.8
MAX49 ST205/75R15 D/8 10 2150 @ 65 1870@65 27.1 8.00 12.8
MAX51 ST225/75R15* D/8 10 2540 @ 65 2200@65 28.3 8.78 13.3
MAX53 ST225/75R15* E/10 10 2830 @ 80 2490@80 28.3 8.78 13.3
MAX24 ST235/80R16* E/10 10 3520 @ 80 3080@80 30.8 9.25 14.5
MAX17 ST235/85R16* E/10 10 3640 @ 80 3305@80 31.7 9.25 14.9

[JRTJH]

paoutlaw ,

With the exception of a very few travel trailers, (none produced by Keystone) all RV tires are used in "tandem" not in a "dual" configuration.

The referenced chart you posted does have the "single tire application" weight ratings which are appropriate for trailers with a single axle or with a two or three tandem axle setup. The "dual load" referenced in the chart is for tires used in an application such as the dual rear axle on a 1 ton truck or on some farm/logging trailers which have a "dual wheel axle". It does not apply to the tandem axle design commonly found on travel trailers.

I have no doubt that some owners have replaced their tires with ones that don't meet the axle ratings/GVW ratings for their trailer, but I haven't seen any RV (from a manufacturer) that has been equipped with tires that don't meet (or exceed) the axle rating required for the GVW of the trailer. If you have some examples, please post them.

You are correct that the rating for "dual tire use" is lower than for "single tire use". That is true with any tire manufacturer's specification, not just Towmax. However, it doesn't apply to travel trailers with tandem axles.

[paoutlaw]

i was confused on the duel thing because i guess in some applications you could have duel trailer tires on construction type trailers.
ok here we go.my fusion 310 specs from website

please do the math for me i am confused.

Model
Shipping Weight 12065
Carrying Capacity 4010
Hitch 2770
Length 35.7
Height 13.1
Fresh Water 112
Waste Water 43
Gray Water 86
LPG 60
Tire Size 235/80R16E
Type 5th wheel
Region all

[CWtheMan]

Your cargo capacity does not match what is on the Keystone specs. Can you tell us what your certification label depicts for GVWR and GAWR?

CW

p.s. As you have it listed your GVWR is 16075# with a total GAWR of 13303#. That would mean the individual certified GAWR is around 6675# per axle. That would mean the vehicle manufacturer could fit tires rated at 3338# to those axles and be within the DOT guidelines, because anything above the 3338 is considered reserve load capacity.

[paoutlaw]

http://www.keystonerv.com/previous-years?brand=Fuzion&year=2012
This is where I got my info. If its wrong. I was miss informed.
Im at work now but i will look tonight.
BUt even so I would have to be at the upper limit if not over

[JRTJH]

Here is the weight placard from a trailer "similar to yours". It's a 2012 Fuzion FZ310, the same model as yours.

If you notice, the GVW is 16500, the axles are rated at 7000 lbs each and they are equipped (from the factory) with ST235/80R16* E/10 tires. These tires have a max weight rating of 3520 each, that's 7040 for each axle. Above (although very slightly) the max rating for the axle.

If you were at maximum GVW, and maximum weight on your axles, the axles would (could) be loaded to carry 14000 lbs and the pin carrying 2500 lbs. That would configure to a pin weight of 15%, well below the recommended 20-25%.

Doing the math, loaded at max GVW with a 20-25% pin weight your pin should weigh 3300-4125. That would put your axle weight at 12375-13200.

That is below your axle maximum rating of 7000 each (14000 for both).

While it may be possible to load enough "stuff" behind your axles to reduce your pin weight below 2500 lbs, I don't think you'll see that configuration when towing.

[JRTJH]

http://www.keystonerv.com/previous-years?brand=Fuzion&year=2012
This is where I got my info. If its wrong. I was miss informed.
Im at work now but i will look tonight.
BUt even so I would have to be at the upper limit if not over

You apparently either mistyped the maximum cargo weight or skipped a column when reading it. The max carrying capaicity from the link you provided is 4435, not 4010. I think that's what CWtheman was stating.

[CWtheMan]

http://www.keystonerv.com/previous-years?brand=Fuzion&year=2012
This is where I got my info. If its wrong. I was miss informed.
Im at work now but i will look tonight.
BUt even so I would have to be at the upper limit if not over


That's the same Keystone reference I'm working from. Here is what I was working on before you posted your last posts..

Your particular year & model Fuzion is a unit I refer to when knocking on Keystone’s door about weight regulations and under sized tires. I’ve included a youtube reference to confirm the two axle configuration of this unit. I’ve also included the Keystone spec sheet. I cannot confirm that this particular year & model has had a recall for certification label violations so I’ll just go from there.

http://www.keystonerv.com/previous-years?brand=Fuzion&year=2012

https://www.youtube.com/watch?v=Qt1o6REIpzM.

First let me say that no matter how Keystone has come to fit this trailer with 3520# tires they are not nearly enough tire for a trailer of it’s weight class. IMO it’s a shameful act on the part of the Keystone engineering and manufacturing team.

When using the specs for this unit as depicted in the Keystone reference, we see that the GVWR is 16500#. When the published hitch weight of 2770# is deducted from the GVWR the total weight for GAWR displacement is 13730#. Divided by 2 equals 6865 per axle. That’s the lowest figure Keystone can fix the GAWR at on the certification label. Without a letter of intent to NHTSA that confirms the use of ST235/80R16E tires rated at 3520# with a cold air pressure of 80 psi Keystone is in violation of a part of FMVSS 571.120. Why? Because there are, or have been, three distinct maximum load capacities for the ST235/80R16E tires. 3420#, 3500# and 3520#, all at 80 psi. Without distinguishing which load capacity tire applies to the trailer on its certification label, tire placard, and owner’s manual all of those load capacity tires default to the lowest load capacity. The 3420# tire is under the minimum load requirements for the installed axles GAWR.

Keystone has the option of lowering the established cargo load where the axles can have a GAWR of 6750# or send in the necessary paperwork to establish only the 3520# tires as sutible for fitment on the trailer. They would also have to change the certification label, tire placard and notations in the owner’s manual.

So, what does your certification label say?[/

CW

[paoutlaw]

thank you all for helping me understand clearly.
it is just so close to on all the axle and tire rating. I was concerned i was over weight for my tires. My tow vehicle is rated for 3000 pin weight per its manual.
I know its back their with full load of water and toys and all my stuff.still pulls better than my travel trailer we used to have.(tx) with all the bad news surrounding the tow max tires keeps me looking at them all the time.
this will be the last trip for them. off to knobles park this weekend.

[outwest]

out west what i believe you are not seeing is that the other campers these tires are on are twice the weight of your camper. and they are over the maxed capacity in dry weight them we load all are stuff and they are under rated. when every thing is at full load with water and cargo.

You may have a bit of a point there. Assuming the weight is evenly distributed over my axles (which it isn't) the specs on my rig look like there's a bit more leeway than some of the ones out there (except I really wish the axles had higher ratings)

On ours

GVWR 8200 lbs
GAWR (each axle) 4400 lbs
CCC 1300 lbs or 935 lbs with fresh water full (though usually only travel with around 1/3-1/2 full)
Tires are ST225/75R15D rated at 2540 lbs each

Add to that all the misc stuff -- cargo hold pretty much full incl several tools in toolbox, 2 1/2 weeks worth of clothing for 2 ppl, food, laptops, laser printer, etc...

I really should hit a scale some time to see what actual weight (loaded and unloaded) is.

[GaryBro]

It took about 3 months, but I finally got resolution to my tire problem – not what I wanted, but at least something. I contacted the distributor, Dynamic Tire, in Canada and they requested that I send them the bad tire. I did this quite a while ago and just this week got a letter from them. They state that the tire shows signs of an impact from a foreign object which damaged the tire crown and also the sidewall. I don’t ever recall running over something and would think that my truck would have suffered damage because it should have hit the same thing. They also said the tire showed signs of high stress from under inflation or over loading. I have always checked the pressure and kept it at 80 psi before leaving on a trip. I have never had the trailer weighed, but don’t think that I overloaded it.

They also said that a tire could be damaged and not fail for days or weeks after the incident. The take away from this is to check your tires often and take action if there are unusual wear spots.

I think that Keystone is partially to blame for putting tires on their trailers that have no margin of safety. If I recall correctly, the weight limit for the Towmax tires was about 3000 pounds each. With a hitch weight of 2700 pounds and four tires at 3000 pounds each, that would give me a capacity of 14,700 pounds total. I believe that this number is the max weight of the trailer – no room for any errors due to excessive weight or uneven loading of the trailer.

Dynamic Tire repeatedly said that there was no evidence of manufacturing defect, but did say that they would give me $125 to replace the tire (as long as I signed a general release of liability). Total damage to the trailer was $2003 and I have a $1000 deductible. I did immediately purchase four new Goodyear LT tires, 14 ply with a capacity of over 4000 pounds each, total of $1423. I don’t expect to have any more tire problems. An expensive lesson!

Be safe and check those tires often!

[Desert185]

Trailer Kings came on my SRX. I just replaced them, including the spare with Maxxis LRE's. Not worth the chance of something going wrong with the china bombs.

Dealing with the "blamers" after the fact is as painful to me as the possible damage done to the trailer or the injury as a result of marginal tires inflated religiously to the proper pressure.

[sourdough]

This is an interesting discussion and one that folks, myself included, need to take to heart.

When I bought my Cougar High Country 319rls at the end of Feb. this year I went and checked the tires on the unit....thanks to this forum. My RV has a GVW of 10,000lbs. I have 225/75D15 tires rated at 2550lbs (from memory). Total carrying weight was 10,200 lbs. Hmmm, so close to the GVW. Then I looked at the total axle weights, hmmm, 5600lbs each. Axles and tires equal exactly the same thing? What a coincidence.

I initiated a long dialogue with Keystone and included the NHTSA. Keystone's technical manager (Garett Carolus - for Keystone/Dutchmen) told me their axles are rated by the weight rating of the tire? (really). When I told him the legislation I had read said they were supposed to at least give a 15% safety margin he said that had been proposed..but hadn't happened yet. I asked if he didn't think that is something that should be mandatory...he said we meet the law.

I could go on but suffice it to say that whatever you have on your trailer from Keystone will be the BARE minimum to meet the law...not keep you safe.

And by the way, when Keystone says the tongue weight should be deducted from the total trailer weight....the NHTSA guy told me that was incorrect. The tires/axles are supposed to meet or exceed the GVW of the trailer........

[Desert185]

"And by the way, when Keystone says the tongue weight should be deducted from the total trailer weight....the NHTSA guy told me that was incorrect. The tires/axles are supposed to meet or exceed the GVW of the trailer........"

My axles don't meet that standard, but the tires do.

[sourdough]

Desert

If you're axles don't meet the gvw of your trailer there is a problem. The guy from Keystone told me that they always meet...the Minimum weight requirements of GVW of the trailer. You should not have a trailer with a possible legal weight of xxx sitting on axles, from the factory, that won't meet that standard (as told to me by the NHTSA person - and statute, as I read it).

[Quad]

Do you have a link for that standard?


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[sourdough]

Let me dig around and see if I have that. My situation evolved over a period of a month or so with multiple conversations between myself, owner relations, the Keystone technical manager and the NHTSA rep. Some of the material was copied and pasted into emails...I think. Some of it I had printed and used as reference in the conversations. Let me see what I can find.

[sourdough]

I do not have the link for that statute. I found it by googling federal laws pertaining to towing/tires/axles. At the time my concern was the tires; the axle info was just a comment thrown into the conversation if I recall - this is from memory. I do have a reference to Federal Motor Vehicle Safety Standard No. 119 (49 CFR 571.119, S5.1(b) which may be of some help, or at least another paragraph of it.

If your trailer weighs more than your axles say they will support I would research the law and contact Keystone. One interesting comment the tech manager made to me when discussing tires/weight rating and axle rating was that the axle was "given" a weight rating that corresponded to what the tire rating was; ie; my axle rating for each axle is exactly what the maximum load of the tires is. Maybe it's just a generic axle that could support 2,000lbs or 12,000lbs...I don't know. I do know that the tech manager was very knowledgeable of the law and the NHTSA, which he said he worked with, and actually knew some of the folks there. From his comments to me I doubt that they have run afoul of the law, as I accused them of, intentionally unless someone mistakenly put the wrong axles on your trailer. He definitely knew the ins and outs so read all the fine print because I'm sure they have.

I don't want to muddy the water and send you off in the wrong direction: I am certainly not a legal expert on this. This is the experience I had and some of the things I learned (or was told at least) as I tried to work my way thru the maze. Food for thought I guess.

[CWtheMan]

Desert

If you're axles don't meet the gvw of your trailer there is a problem. The guy from Keystone told me that they always meet...the Minimum weight requirements of GVW of the trailer. You should not have a trailer with a possible legal weight of xxx sitting on axles, from the factory, that won't meet that standard (as told to me by the NHTSA person - and statute, as I read it).

I’m going to try and explain this so you can go out and look at the labeling on your trailer and verify the figures you are concerned about.

All trailers MUST have a certification label. It’s found on the LH forward external portion of the trailer.

The axles manufacturer’s weight rating is not necessarily used in tire fitments unless they match the GAWR values found on the certification label. The vehicle manufacturer has the authority to set GAWR via DOT regulations. It is a common practice which allows them to sell a balanced - on paper - product.

One of the tests a trailer manufacturer MUST pass is to make sure to GAWR (total) and published hitch/pin weight equals or exceeds GVWR. Keystone is very good in providing those figures in their specs.

ALL trailers hitch and pin weights are supported by the tow vehicle. Only the vehicle manufacturer’s published Hitch and Pin weights are used in computations made before first sale. Once sold it’s the responsibility of the vehicle owner to insure it’s properly loaded and balanced.

Make a best friend of some nearby scales to avoid overloading and unbalanced conditions is my best recommendation for RV trailer owners.

CW

Regulations direct RV trailer manufacturers to set GVWR, GAWR, determine proper tire and rim fitments and set the recommender (cold) air pressures for the fitted tires and put that information on the trailer’s certification label.

[sourdough]

CW

I don't need to look at my label....been there, done that. Don't need to hit a scale, done that too. I don't have a problem. It was resolved a month after I bought my trailer at the end of Feb.

With the conversation going on and some of the questions/concerns being voiced I tried to relay my experience with Keystone Owner Relations, their national technical manager and the NHTSA (primarily about tires). As I put in the response; I am not an expert on the subject but I do know the numerous conversations I had with those folks that might shed some light on some of those questions and could be used for food for thought or further research.

You did provide some good information that might be useful for those that were concerned.


Another note: We discussed hitch weight vs GAWR. I have a TT not a 5th wheel. The subject of hitch weight vs total GAWR and how they played was brought up. When I told them I would use a WD hitch and felt that would have a bearing on how the axles were rated. The TV does accept the hitch weight but the WD hitch does in fact re-distribute that weight. He told me that the tires and axles would be rated to carry the GVW of the TT - not less the hitch weight. I'm sure a 5th wheel would be different.

[Quad]

Sourdough I appreciate your insight. I'll look around a bit more online and see what I can find. My curiosity has got me wanting to know more lol Thanks


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[CWtheMan]

Another note: We discussed hitch weight vs GAWR. I have a TT not a 5th wheel. The subject of hitch weight vs total GAWR and how they played was brought up. When I told them I would use a WD hitch and felt that would have a bearing on how the axles were rated. The TV does accept the hitch weight but the WD hitch does in fact re-distribute that weight. He told me that the tires and axles would be rated to carry the GVW of the TT - not less the hitch weight. I'm sure a 5th wheel would be different.

ALL trailers hitch and pin weights are supported by the tow vehicle. Only the vehicle manufacturer’s published Hitch and Pin weights are used in computations made before first sale. Once sold it’s the responsibility of the vehicle owner to insure it’s properly loaded and balanced. Obviously you have done that. No matter how you transfer the weight around, something is carried by the tow vehicle. Would you like to have the official reference?

CW

[sourdough]

CW

I don't think I need a "reference". I read the federal laws that regulate these things a dozen times, read them to Keystone and the NHTSA, had them read to me, explained my interpretation and they explained theirs. We all ended up on the same page. I am just trying to put some of those conversations into a nutshell for those that might want to do some further investigation if they think they have a problem - obviously I'm not doing a very good job and I apologize.