Matching tire capacity to axle cap to truck

[Halcyon]

2017 Sprinter 5er, 29FWRLS.
2017 Chevy 2500 Duramax SRW, 4x4 long bed.

Sales book says dry weight 8920#,sticker says 9040#.
Sales book says carrying capacity 2680#, sticker says 2500#.
Sales book says max weight 12,500#, sticker says max weight 11,540#
Tires 225/75/R15 LRD, 2540# max weight = 10,320#
Dexter Axles are 5200#= 10,400#
Wheels are 6 hole aluminum, but cannot see behind them to check weight.

So, which do I go with, sales book, sticker, tire capacity or axle capacity? Oh, and the sales book says that the “hitch weight” is 1640# when my kingpin weight max on truck is 1548#.
This combination has been unbelievably smooth, quiet and easy going up and over the “IKE challenge”, and to two coasts. I have absolutely no problem with anything regarding how they work together. Overall, 11.8 mpg, in 17,000 miles. Am I doing anything wrong? This is my first trailer of any kind.

[sourdough]

Forget the "sales book", they know not of what they speak for YOUR particular trailer. Do go with the sticker...that is YOUR trailer.

The LRD tires at 2540 come to 10,160 (already been thru that) not 10,320. I would be on LRE tires right now no matter the pin weight - your trailer WILL see the gvw in it on the tires at some point on the road.

The 1640 hitch/pin weight will be dry. Loaded at say, 12k, figure 2400 on the pin - then look at the payload on the sticker inside the driver door of the truck; how do you stand with that? Don't know what the "max kingpin weight rating" of 1548 is. If in fact you are limited to that for some reason...….:whistling:

[Snoking]

If this is what you wheels look like they are rated to 2830(LRE) like most 15" 6 log wheels.

[CWtheMan]

2017 Sprinter 5er, 29FWRLS.
2017 Chevy 2500 Duramax SRW, 4x4 long bed.

Sales book says dry weight 8920#,sticker says 9040#.
Sales book says carrying capacity 2680#, sticker says 2500#.
Sales book says max weight 12,500#, sticker says max weight 11,540#
Tires 225/75/R15 LRD, 2540# max weight = 10,320#
Dexter Axles are 5200#= 10,400#
Wheels are 6 hole aluminum, but cannot see behind them to check weight.

So, which do I go with, sales book, sticker, tire capacity or axle capacity? Oh, and the sales book says that the “hitch weight” is 1640# when my kingpin weight max on truck is 1548#.
This combination has been unbelievably smooth, quiet and easy going up and over the “IKE challenge”, and to two coasts. I have absolutely no problem with anything regarding how they work together. Overall, 11.8 mpg, in 17,000 miles. Am I doing anything wrong? This is my first trailer of any kind.

The vehicle manufacturer MUST use a wheel tire & recommended cold inflation pressure that will be acceptable for vehicle certification, which is very binding on them in the form of monitory fines and enforced by NHTSA recall actions. An incorrect federal certification label can cause recall action. Therefore, the delivered trailer must have the correct information at the time of retail sale. Other labels are equally binding such as the cargo capacity label.

Brochures are considered advertising documents and are not required to be accurate. However, the vehicle owner's manual has NHTSA mandated information which is factual information.

So let's get to your specs. The weight figures confirm that the RVIA 10% load capacity reserve clause was not used as those LRD tires do not provide 10% in load capacity reserves for 5000# axles (which is what I suspect your axles have been derated to) but are legal because they will support 5000# loads but not 5200# loads.

If your certification label confirms 5200# axle certification Keystone must do one of two things: (1) Change the label to 5000# axles and deduct 200# from the cargo label. (2) Upgrade the tires (free of cost) to LRE which will not meet the 10% reserve recommendation which was probably not required at the time the trailer entered into production, and change the certification label.

This is an action the vehicle manufacturer MUST confirm as true and accurate at the time of vehicle certification. When the sum of the vehicle certified axles are added to the vehicle manufacturer's recommended tongue weight they must add up to a value that is not less than GVWR.

Note: Sometime in the past few years the actual wording in the standard changed from "published tongue weight" to "recommended tongue weight".
(GVWR is not a dry weight. It's a maximum allowable weight).