I cant seem to find my answer anywhere and Ive been told 3 diffrent things so Ill try here.
This is kinda a Ford question but I also have a Dodge so dont fry me about the Ford part.


Heres what i have ...................

2002 F-350 4x4 SRW
GVWR 9900lbs or 4490 KGs

2001 20ft Southland gooseneck trailer
14,616 Lbs or 6630 KGs

Trailer is a tandem axle.
Id appreciate any help with these numbers.

 

GVWR is what the vehicle is 'rated' to weigh. so the ford, lets say the truck/you and fuel weigh 8000lbs. then you can now add 1900lbs of gear, trailer transfer weight, or firewood. So it says the max that the truck is supposed to weigh.

Your trailer - lets say it's 5000lbs empty 14,616 minus 5000 = 9,616lbs
You can load a tractor or hay or something weighing 9,616lbs onto this trailer!

OK, that's it in General. Some of these weights will vary because when you hook the trailer to the truck some of the weight goes to the truck so then you do get about 20% more available on the trailer.
The only way to know this for sure is to weigh the truck. then weigh the truck and trailer hooked up.

 

new2ctd is right, but one clarification/correction: The trailer's GVWR is already taking into account the pin weight, so you don't get extra capacity on the trailer by subtracting the pin weight.

But that said, just don't exceed the axle or tire limits on the truck or trailer, and don't exceed 26,000 lbs. total and you will probably be fine in terms of saftey and LEOs.

 

Here's my related question:

Let's say that his Ford F350 has a curb weight of 7500#. That would mean he only has 2400# of payload left.

Then he hooks up a 15,000# gooseneck trailer. Using the 20% pin weight figure, he'd have just added 3000# to his truck, thus making him 600# over the rating.

Is that correct?

 

Yup, but like cditrani said, as long as his tires/axles are OK, then he's good. The axles can take more than they are rated for. Difference in a dually and SRW 350 is the load capacity of 2 more tires. I figure the tires are my limiting factor.

 

From what you say, the GROSS combined vehicle weight RATING is 24,416.

Deduct the CURB (scale) weight, full fuel, driver & gear = available weight (ONLY by GCVWR) for payload.

My 25' goose deckover transfers 25 % to truck (19% rear axle, 6 % front axle). My 44" goose enclosed transfers 33% to truck. You need to have curb/scale weight of non-trailer-connected truck, (note weights of each axle), then hook up EMPTY trailer, and not changes, and what weight rests on the trailer axles.

The only weight held against the TRAILER GVW is what is resting on the TRAILER axles - the transfer weight goes to the TRUCK (and its rated GVW, plus its axle ratings).

Your PIN weight (IE: transfer weight) will depend on the BRIDGE - which is the distance between your final truck rear axle and the first trailer axle. My "bridge" on my 44' is 10' LONGER than my 25', and the transfer is 33% INSTEAD of the 25% on the shorter trailer. Both trailers seem to distribute 6% to the front and the remainder to the rear truck axle, at least on my set up.

 

[QUOTE=cditrani;1397278]new2ctd is right, but one clarification/correction: The trailer's GVWR is already taking into account the pin weight, so you don't get extra capacity on the trailer by subtracting the pin weight.

QUOTE]

how can that be ??

My trailer is rated for 14,000 lbs, and has 2 7000 rated axles.

If what your saying is true, then I should be able to put 13000 lbs on it, and it weighs 4400 empty.....does that make sense ?

 

So how much weight can you legaly haul on your 25' gooseneck?
Im in B.C. canada so i suppose laws are also diffrent.

 

You have to weigh it to know for sure.

The way I figured out my pin weight was to go to a CAT scale and park the truck both axles on one pad and park the camper axles and landing gear on the one behind it. Get it weighed. Once that weight is recorded, lower the landing gear and take all the weight off the truck. Look for light between the hitch pin and hitch. Get it weighed again. Lower the camper back on the hitch and drive off the scales and go inside and get the two weigh tickets.

On the first weigh ticket you will have the weight of the truck hooked up on one pad and the weight of the camper hooked up on the other pad. There will be a total of both weights on the ticket. That total will be your of both vehicles. Compare that total weight to the GCWR (gross combined weight rating) of the truck. Compare the weight on the truck pad to the GVWR (gross vehicle weight rating) of the truck. It is usually posted on the drivers door. Next compare the camper weight to the capacity of the axles on the camper. That weight should not be more than the combined capacity of the total number of axles on the camper. (i.e. 2 6,000# axles = 12,000#)

On the second weigh ticket, look at the weight of the truck with the pin off the truck. Take that number and subtract it from the weight of the truck with the pin on the truck. That will give you the pin weight of the camper. Compare the weight of the camper with the pin weight off the truck to the GVWR of the camper. That is usually found on a sticker on the left front of the camper. Do not compare the axle rating against this number. You will be over most every time. The axles on carry the weight of the camper when it is hooked up.

If any of the weights are greater than the prescribed limits, you need to lighten the load.

 

Hi Longhorn:

I figure that with my setup, about 14,000# cargo weight:

Front axle:4,820# (rating is 5,200)
Rear axle: 6,720# (rating is 9,350)
Total truck: 11,540 (GVW rating is 12,200)
Trailer axle: 18,820# (GVW is 20,000)

I am at 30,360# combined. Combined GVWR is 32,200. I am required to have (and have) Class A CDL.

This puts me under my axle ratings, my truck GVW, my trailer GVW and my combined GVW.

With this set up, I am running the PRXB exhaust brake which provides additionl safety/stopping power.

 

Yeah, thats class A material right there. Now heres a question for ya, What the heck kind of pickup has GCVWR of 32,200??? I know pickups are getting beefier and beefier, my 93 with the cummins and getrag has GCVWR of 16000, but......

 

Not hi-jacking it's related.
When you go over the CAT scales I use you must roll-on and off. They won't weigh you on the scale.

CAT's in Texas that I've used.

 

Yeah, you have to pull off the scales, then come around for a re-weigh. BTW, if ya'll drop your trailer, go inside, get your ticket, then re-weight, tell them its a "Re-weigh" n they will ask for the number on the lower left corner. Its only a buck for a re-weigh.

 

You won't see a pickup with a GCVWR over 26,000 for obvious reasons . Too many buyers don't want to be required to have a CDL . That's what the Sterling Bullet is rated at .

 

But many of us gross way over 26 everyday!