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08-20-2021, 08:17 AM
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#81
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Senior Member
Join Date: Nov 2017
Location: Picacho, Az
Posts: 6,809
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Quote:
Originally Posted by Todd727
Your point that the yellow sticker can be misleading is valid. As a matter of fact, that sticker clearly states the payload is based on the tire size.
People here put too much faith in that yellow sticker. It is virtually useless except for giving you an idea when shopping on the lot.
Your lengthy post can be summarized by the simple direction for people to weigh their rigs when they are headed out on a trip. You will have to weigh the truck without the trailer and then weigh the truck and trailer combined.
The math is really fairly simple with the two scale weights in hand. Don't exceed any axle rating, don't exceed any GVWR. As to tire ratings, if the tires on a axle add up to more than the GAWR, you will be good. Finally, you can easily figure out the pin/tongue weight based on the difference in the truck axle weights when not connected vs. connected. Also, that pin/tongue weight needs to be added to the trailer axle weights to figure out what the GVW is for the trailer. This math will yield the same number as if you had weighed the trailer separate from the truck.
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That's the way it should work if you have both the rv & truck, but if you're shopping for either those the numbers on the drivers door are the only numbers you'll have to calculate with.
Weighing everything is the only accurate way to know what you have, which what is being said by most all of the weight police.
But if you have a 3/4 ton truck looking at 16k lb RVs I don't think they'll let you hook up & head to the nearest scale to check weights before purchasing so therefore the only reference you'd have is that entire list of numbers posted on the truck door, including that one with the payload number that some consider non relevant & the GVWR of the chosen rv.
__________________
Full-timed 10+ years
Sold '13 Redwood FB
Traded '13 GMC Denali DRW D/A
Replacement undetermined
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08-20-2021, 08:54 AM
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#82
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Senior Member
Join Date: Nov 2017
Location: Mico, TX
Posts: 7,476
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BTW: The OP hasn't been on the forum for six days.
__________________
wiredgeorge Mico TX
2006 F350 CC 4WD 6.0L
2002 Keystone Cougar 278
2006 GL1800 Roadsmith Trike
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08-20-2021, 10:29 AM
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#83
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Site Team
Join Date: Jul 2014
Location: Modesto
Posts: 20,357
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Quote:
Originally Posted by wiredgeorge
BTW: The OP hasn't been on the forum for six days.
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I wonder if we should just close this thread.
__________________
2012 Copper Canyon 273FWRET being towed by a 1994 Ford F350 CC,LB,Dually diesel.
Airlift 5000 bags, Prodigy brake control, 5 gauges on the pillar.Used to tow a '97 Jayco 323RKS.
Now an RVIA registered tech. Retired from Law enforcement in 2008 after 25+ yrs.
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08-20-2021, 10:30 AM
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#84
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Senior Member
Join Date: Aug 2012
Location: Waco, Tx
Posts: 5,457
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Quote:
Originally Posted by chuckster57
I wonder if we should just close this thread.
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Ya think
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08-20-2021, 10:35 AM
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#85
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Senior Member
Join Date: Feb 2010
Location: Taylors, SC
Posts: 3,031
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Quote:
Originally Posted by Todd727
Your point that the yellow sticker can be misleading is valid. As a matter of fact, that sticker clearly states the payload is based on the tire size.
People here put too much faith in that yellow sticker. It is virtually useless except for giving you an idea when shopping on the lot.
Your lengthy post can be summarized by the simple direction for people to weigh their rigs when they are headed out on a trip. You will have to weigh the truck without the trailer and then weigh the truck and trailer combined.
The math is really fairly simple with the two scale weights in hand. Don't exceed any axle rating, don't exceed any GVWR. As to tire ratings, if the tires on a axle add up to more than the GAWR, you will be good. Finally, you can easily figure out the pin/tongue weight based on the difference in the truck axle weights when not connected vs. connected. Also, that pin/tongue weight needs to be added to the trailer axle weights to figure out what the GVW is for the trailer. This math will yield the same number as if you had weighed the trailer separate from the truck.
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You must be taking something out of context. The purpose of the tires on RV trailers is to provide the load calacity needed to support the fully loaded axle rating.
For RV trailers the cargo capacity is added when the trailer reaches the final stage; certificarion. The most common way that is done by the trailer manufacturer is to subtract the trailers GVW - on shipping day - from the already established GVWR. Any weight added by the trailer dealer before first sale will reduce the trailer's payload - when over 100#.
A full description of the dealers responsibility can be found in FMVSS 571.120 paragraph S10.4. In fact, everything is there.
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08-20-2021, 12:07 PM
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#86
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Site Team
Join Date: Oct 2011
Location: Joppa, MD
Posts: 11,760
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Quote:
Originally Posted by chuckster57
I wonder if we should just close this thread.
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I think any positive new information has been exhausted.
__________________
Marshall
2012 Laredo 303 TG
2010 F250 LT Super Cab, long bed, 4X4, 6.4 Turbo Diesel
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08-20-2021, 12:59 PM
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#87
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Site Team
Join Date: Jul 2014
Location: Modesto
Posts: 20,357
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Quote:
Originally Posted by flybouy
I think any positive new information has been exhausted.
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Your right, this thread is done!!
__________________
2012 Copper Canyon 273FWRET being towed by a 1994 Ford F350 CC,LB,Dually diesel.
Airlift 5000 bags, Prodigy brake control, 5 gauges on the pillar.Used to tow a '97 Jayco 323RKS.
Now an RVIA registered tech. Retired from Law enforcement in 2008 after 25+ yrs.
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