When I weighed my last truck ('98 12v 2500), with 5th wheel attached, F-4400#, R-5500# and trailer axles 9800#. These are rounded off figures. I haven't weighed all the axles on my current truck.
John

 

Excuse my typo john. I meant to say about 4000 on the front axle, unloaded. I'd edit my post but you already quoted me. When towing a 5th wheel, any additional weight on the front axle will be determined by the pin weight and hitch placement. Last time I weighed my truck and 5th wheel, its was something like 4400 lb on the front and 6000 lb on the rear.

 

I thought 5000# was a bit much. It really scares me to see some of the overloaded rigs on the road. Almost any large 5th wheel trailer, with a bedroom slide, is too heavy for a 2500. A friend of mine tows a 34' Alpenlite 5th wheel with a Ford F250. His rear axle weight is 6250# on tires rated for 6084#. Some of these folks could possibly go to "G" rated tire if the axle could handle it. I think a lot of people just don't know.
John

 

True.....true. Although, I dont think its that people dont know, as much as they're misled by RV dealers. I cant speak for other 3/4 ton truck manufactures but it is comforting to know that the 2nd gen Dodge Ram Cummins with the manual tranny is basically a SRW 3500, with the difference of "one" wheel bearing. The Dana 80 is rated at 6500 lb but all the info I've researched on them clearly points out that Dodge underrated it. You can purchase a normal Dana 80 directly from Dana with a 11,000 lb rating! Seems a bit odd that the one under our trucks would be considered so much weaker. With that said, tire capacity becomes the main variable. "E" rated tires are a must when towing 5th wheels and even at that, not all 10 ply tires have a high enough weight rating. Upgrading to G rated tires is an option.

If you're interested.....I did a lot of research on the Dana 80 and Hybrid 80. Here's the thread link. http://www.cumminsforum.com/forum/98...ml#post6365891

 

Use the DODGE door placard max/min. Over-inflation will wear tires faster, reduce wet surface traction and braking traction in all events. Plus, the handling of the truck is dependent on some sidewall movement . . loosing rear traction (spinout) is one scary thing to have happen.

As said, trailer tires are ALWAYS to sidewall max due to the vehicle on which they are mounted.

Use the RMA link in this trailer tire discussion to weigh your rig wheel-by-wheel. The truck will benefit by understanding load versus pressure (thus the driver), and the combined rig will not leave any performance on the table (assuming all hitch details have been perfected, not just "okay").

.

 

Fronts 70 psi summer & 65 in the cold. Rears 55lbs empty add air as required based on load & tongue weight.

Remember to reset pressures when you rotate & you will get a nice even wear pattern on your tires.