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Post by swampercj on Mar 4, 2007 23:28:10 GMT -5
Run free, like no money? Or run free, like naked out in a field? Please clarify.[/quote]
Now THAT almost made me fall out of the chair! Leave it to C.B to bust one out of left field!!
Yeah me too, All my good comebacks couldn't be said since this is a family site....sooo I left it alone! Till maybe the campfire!
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Post by Chuck on Mar 5, 2007 10:46:07 GMT -5
What is the true empty weight of that trailer? My 18' all steel car trailer tipped the scales at 2280 lbs, WAY more than I thought it weighed... I've seen gooseneck equipment trailers that weigh in at 9k empty. Depends a lot on how the trailer is built. Then again, I think that was a 25k or 30k gross weight trailer. ;D Just a shot in the dark here, but if you put "heavier" springs on any axle, aren't you limited to the axle's design weight still?... I know Fran already clarified, but to state it briefly -- the allowable load on the trailer (and on the truck for that matter) will be the lowest allowable load for any single component -- in other words, tires, springs, axle (beam, spindles, and bearings), coupler, or registered GVWR. Upgrading to heavier duty components can't increase your capacity beyond the GVWR, but it will increase your reliability as Fran pointed out. Using lower rated components (like tires, for example) will reduce your safe GVW below the rated GVWR. Ok, here's the law as written: You all who stated that there is an exception for personal use were correct. As long as it is personal/recreation use, you are ok... Very cool! Of course, other states may not have this exception, so I'd only assume it valid for VA. Then again, as Norm pointed out, 26k is a pretty big GCW, and leaves a lot of leeway. As far as I know that 26k limit for CDL is a federally mandated limit written into VA law. Once you cross a state line, it's interstate commerce, so it's federally regulated. One other thing that might be a consideration -- though I can't confirm this one. I was once told by my uncle, a CDL driver, that a CDL is required for any rig with a combined total overall length over 53'. I haven't been able to find this one to confirm it, though. Thoughts? So I could really be in a pickle from what I have been reading. The 32 foot Kaufman weight is 4K and a carry capacity of 14k with 7k axles and with 8 lug 16" wheels. Now towing with a 2500 HD Chevy I would imagine my GVW is right close to what your saying. My question is a Craig pointed out, our truck doesn't have truck plates on it. Is this something that is required? tim Well, the carry capacity (payload) is only 10k, since 4k of your 14k trailer GVWR is taken up by the weight of the trailer. As long as you don't have the trailer overloaded (not over 14k total), I seriously doubt the weight of your 2500HD would be enough to bring you even near the limit. Most heavy duty "3/4T" trucks have a GVWR of around 8,000 to 9,000, with right around 8,500 being pretty typical. That still only puts your GCW (gross combined weight) at 22,500 with the trailer and truck both at full capacity. Hey Keith, correct if I'm wrong, but... If you register your truck for regular plates (up to 7500lbs), you can't legally exceed the "registered" weight, right? No matter what your door jamb says the manufacture rates it at. I was told this by the state trooper that gave me my VIN for my homemade trailer. The allowable GVW is the lower of the manufacturer rated GVWR or the registered GVWR. A lot of states will happily allow you to register at a lower GVWR and pay less tax, as long as you don't exceed that registered weight, if you do the fine is usually very steep (NC is a good example of this). ...Which is ok as long as your registration card says 7501 on it. Like Keith said, there's your easy answer -- look at your registration, for a pickup it'll show your registered GVWR. ;D Edit: Another important thing to note. While your manufacturer vehicle GVWR on the door is a hard legal limit, your GCWR for towing isn't. I know for Ford (and particularly for the older 80-97 Ford stuff I usually prefer to deal with), they flat out state in the manual that the GCWR values they give in the owner's manual only apply when towing off a frame receiver, and that slightly different values apply for gooseneck/fifth wheel. Plus, if you look, you'll see Ford's GCWR values are determined by engine, transmission, and gearing -- primarily based on driveline strength (a higher geared rear end puts less stress on the driveshaft and transmission) and load on the engine to deliver a certain level of reliability. If you re-gear or make other changes to the vehicle outside of the originally offered combinations, the factory GCVW ratings really no longer apply. This is a reliability-based rating, not safety-based, so generally as long as you have a properly hitched trailer, you're within the tow vehicle GVWR and GAWR (axle weight) ratings, and your trailer brakes work, you're pretty much good to go.
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Post by swampercj on Mar 20, 2007 19:42:43 GMT -5
Well I go pick up the trailer this weekend, I'll try and post some pics of it! Oh thats gonna hurt writing that check! I really hope the wrangler fits, without taking tires off! Scott
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Post by FJ40Fran on Apr 5, 2007 20:17:37 GMT -5
Scott, pics??
Did it all work out as planned??
Fran
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Post by swampercj on Apr 8, 2007 8:45:11 GMT -5
No pics yet, They screwed up a couple of things but we were able to work through it. They made the tongue to short so it would except a weight dist. hitch without some modifying, it had a small leak in the roof where the vent is which just needed to be resealed. The only complaint I have is that they put the power box just above the floor wich will get changed soon. Its a heavy son of a gun. I've got it loaded and will be pulling it back to AL Monday, I think its right at 12k, maybe more
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