GAW vs GVW
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More Turbo
Joined: Feb 2005
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From: Graham, WA
GAW vs GVW
I was out looking at the placard on the door jam and it shows the truck has GVW of 11,500 lbs. However, the front GAW is 6,000 lbs and the rear GAW is 7,000 lbs. Shouldn't the truck GVW be 13,000 lbs?
Rob
Rob
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Joined: Jan 2010
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From: Whitecourt AB, Canada
Well, there is also the vehicle frame and suspension that is taken into account to come up with the complete GVWR. Axle weight ratings don't take those into account. The recommendation is to comply with the lesser of any of the ratings, if you are at the vehicle's GVWR but haven't exceeded any one axle's particular GAWR, you still should not exceed the GVWR.
There's what you can actually do, then there's what the vehicle manufacturer says you can do, then there's what the law says you can and can't do.
There's what you can actually do, then there's what the vehicle manufacturer says you can do, then there's what the law says you can and can't do.
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From: Frederick, MD
some states don't want you to exceed your registered weight, which may or may not be that 11,500. depends on how you registered it. Some states you can register for more. In that case don't exceed the axle ratings.
Don't forget the tires as well. Never exceed those. I always just went with the tires and axle ratings.
Don't forget the tires as well. Never exceed those. I always just went with the tires and axle ratings.
Postmaster
Joined: Sep 2006
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From: Maryland
The sum of the axle ratings has to be more than the GVWR because of load variances. The way you load your truck may be different than the way I load my truck. Some guys carry a snow plow and need heavier front axle capacity. Some guys carry truck campers and need a lot more rear axle capacity. Ford has to build a truck that will accommodate everybody's needs. What Ford does not expect is for you to carry a snow plow and a truck camper at the same time which is basically what you are talking about when you assess the GVW at the sum of the axle ratings.
Elder User
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Just to add there are many variables, the size of brakes and center of gravity. One reason that your 5<SUP>th</SUP> wheel pin is ahead of the rear axle, I have a sliding hitch and it is obvious when you put a 2700 pounds behind the rear axle.
Senior User
Joined: Dec 2012
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When one considers "weight" they must also consider "inertia" and that means calculating "brakes".
Can't go by axle ratings alone.
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Post Fiend
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Hmmm, braking "should" be only a consideration if your trailer brakes don't do their part --- ideally, THEY should stop the trailer leaving your truck brakes to stop the truck...
And in the wonderful state of Texas you CAN register for more than the 11.5k... which I did.... a bit more $ and a piece o paper to say more.
I asked the lady at the dmv what can I do and thank goodness she had a fifth wheel also and knew exactly what to do !
I asked do I need to change the registered weight and carrying capacity and she said not important - just gross wt !
now, does that make me legal or just documented
hope I don't have to find out...
And in the wonderful state of Texas you CAN register for more than the 11.5k... which I did.... a bit more $ and a piece o paper to say more.
I asked the lady at the dmv what can I do and thank goodness she had a fifth wheel also and knew exactly what to do !
I asked do I need to change the registered weight and carrying capacity and she said not important - just gross wt !
now, does that make me legal or just documented
hope I don't have to find out...
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Nice truck and slide-in Camper as you know when you pull a trailer behind, it can’t put you over the GCWR and the reason you understand inertia. By your picture I assume that you have been on the highway in the Rockies.
Simply the government sets the guide lines for safety and make manufacturers put the sticker on the door. The manufacturer also has to design the brakes to stop the weight on the sticker in case the brakes on the trailer fail or trailers that don’t require brakes. I believe that the Ford TBC won’t activate the trailer brakes till the truck is over a certain MPH so this leaves it up to the Truck’s Brakes and the need for engine braking. There are reasons that My 2013 F350 has bigger brakes then a 2012 F350. There are reasons why I can pull a heavier 5th wheel trailer then a ball hitch.<O
</O<O</O
Senior User
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Nice truck and slide-in Camper as you know when you pull a trailer behind, it can’t put you over the GCWR and the reason you understand inertia. By your picture I assume that you have been on the highway in the Rockies.
Simply the government sets the guide lines for safety and make manufacturers put the sticker on the door. The manufacturer also has to design the brakes to stop the weight on the sticker in case the brakes on the trailer fail or trailers that don’t require brakes. I believe that the Ford TBC won’t activate the trailer brakes till the truck is over a certain MPH so this leaves it up to the Truck’s Brakes and the need for engine braking. There are reasons that My 2013 F350 has bigger brakes then a 2012 F350. There are reasons why I can pull a heavier 5th wheel trailer then a ball hitch.<O</O<O</O
Simply the government sets the guide lines for safety and make manufacturers put the sticker on the door. The manufacturer also has to design the brakes to stop the weight on the sticker in case the brakes on the trailer fail or trailers that don’t require brakes. I believe that the Ford TBC won’t activate the trailer brakes till the truck is over a certain MPH so this leaves it up to the Truck’s Brakes and the need for engine braking. There are reasons that My 2013 F350 has bigger brakes then a 2012 F350. There are reasons why I can pull a heavier 5th wheel trailer then a ball hitch.<O
</O<O</OMy signature truck is well over its GVWR without a trailer.
Yes, that truck has seen many mountain ranges in North American countries.
The worst though, was on level ground in a full-on panic stop.
Picture the full weight of the truck and load shoved onto to the front axle from the 50 mph forward motion - and the tires folding and popping off the rims.
That's when one hopes that "brakes" and "tires" were included in the GVWR engineering calculation.
I wish that we had the actual formula that the factory engineers use for calculating GVWR.
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Lead Driver
Joined: Dec 2013
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The obvious answer for me is that I could put 7k on the back axle and then I can only put 4.5k on the front axle to not be over GVWR. (On my truck that is)
You can only safely carry the rating of the weakest link - which I have no idea what that is on a SD. Can't be the OEM tires or the axle if you go by ratings. So maybe brakes or suspension? One of the reasons I like the new proposed towing standard, you have to test things and certify them in order to put a safe GVWR on the truck and it is universal across the board. Stopping and accelerating are at least two metrics that I know of.
You can only safely carry the rating of the weakest link - which I have no idea what that is on a SD. Can't be the OEM tires or the axle if you go by ratings. So maybe brakes or suspension? One of the reasons I like the new proposed towing standard, you have to test things and certify them in order to put a safe GVWR on the truck and it is universal across the board. Stopping and accelerating are at least two metrics that I know of.
Lead Driver
Joined: Dec 2013
Posts: 9,762
Likes: 115
The obvious answer for me is that I could put 7k on the back axle and then I can only put 4.5k on the front axle to not be over GVWR. (On my truck that is)
You can only safely carry the rating of the weakest link - which I have no idea what that is on a SD. Can't be the OEM tires or the axle if you go by ratings. So maybe brakes or suspension? One of the reasons I like the new proposed towing standard, you have to test things and certify them in order to put a safe GVWR on the truck and it is universal across the board. Stopping and accelerating are at least two metrics that I know of.
You can only safely carry the rating of the weakest link - which I have no idea what that is on a SD. Can't be the OEM tires or the axle if you go by ratings. So maybe brakes or suspension? One of the reasons I like the new proposed towing standard, you have to test things and certify them in order to put a safe GVWR on the truck and it is universal across the board. Stopping and accelerating are at least two metrics that I know of.
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