Thats a good example to show how gvw works fireman!! It works the same in all the states. When I had my hotshot setup I was legal in all the lower 48 states to run 42k using my f350 dually. I think alot of people dont realize the trailer has a gvw rating as well.

 

Thanks mudmaker, just trying to put that into words so I could understand it myself as I wrote it. LOL

 

From the FORD website:
<TABLE cellSpacing=0 cellPadding=0 width=505 border=0><TBODY><TR><TD class=glossTitle vAlign=center background=/assets/images/help/glossary_behind_titles.gif height=22>" GCWR (Gross Combined Weight Rating)</TD></TR><TR><TD class=font id=glossContent>The weight specified by the manufacturer as the maximum loaded weight of a towing vehicle and its trailer. The sum of the loaded vehicle weight of the truck and trailer should not exceed the GCWR. GCWR = vehicle curb weight + payload + trailer weight + driver and passengers".

Find all the weight rating info here:

http://www.fordvehicles.com/help/glo...x.asp?letter=g

</TD></TR></TBODY></TABLE>
So what gives you the feeling this is a "recommendation"? Are all the other values "recommendations also?

Point in fact: came out of a restaurant today to see a nice Montana 5th wheel hooked to an F250. Drove by it for a better look - Montana GVWR was 13750, truck was 5.4L V8 supercab. The truck's gonna weigh over 7000 lbs.
This is a total of 19750 #, not counting anything loaded in the truck itself. From the ford specs, 18500 is the MAX for the supercab regardless of axle. This combo is well over the GCWR...........period.

OK, to put this to bed : Personal take on this: IF the weight of your trailer and your truck together exceed the manufacturer's GCWR figure, you are overloaded. You may be legal from a registration standpoint, but if you're involved in an accident, esp. if someone is killed you can bet the farm it will come into play.

OK, leaving the last word to whomever wants it................

 

go look at the I'd tag on your pickup! it says gvwr, nothing about gcvwr. the only place you find that is in some sales lit. if you understand how loading a vehicle properly you would understand how the gcvwr changes depending on what the gvwr of the vehicles (pickup and trailer(s)) you are using is. one can argue this all they want, but if I am running legal wieght my insurance company will cover any accident and/or liability.

I am not shooting in the dark on this issue, I have many miles pulling hotshot w/ f350. if it was an issue I could never get insurance, let alone go through a scale grossing over 40k.

 

GCWR is in the owner's manual under "Towing Tables." In the case of the 7.3, it's in the supplement on page 15.

The 2001 manual for a 5.7l automatic says the GCWR is 13,500 for the 3.73 axle and 15,000 for the 4.10. It's interesting that in BOTH cases it says the maximum TRAILER weight is 10,000. This is the limit for a CL IV hitch, and the table even states that calculations are needed for 5th wheel trailers.

 

How many highway patrolmen ask you for you owners manual, when you get pulled over towing? I have never heard of this happening yet. Hardly ever do the ask you to open your door so they can see the GVW of your truck. In a perfect world, you should follow the weight ratings of your vehicle for everything. But, there would be a lot of people driving freightliners instead of F250's and 350's and most of the people in a 350' pulling their big campers don't know how to drive a rig like they've got anyway, now they are gonna sit behind the wheel of something even longer, heavier and don't think for a minute if the GCVW of the freightliner is 40k that they aren't gonna be weighing in at 53k with a 60' camper. It is just nature of the beast. In my opinion as long as you respect your load and what can happen, and don't cowboy around with it, you should be fine.

 

My note was meant to show that there is more information available for those who want it other than some "sales lit." I'm sure there's some margin in there for safety and liability concers, but you seem to be saying that, regardless of the information in the owner's manual, the information on the door sticker, and the experience of the driver, just go for it...carefully. Don't you think that advice is a little reckless?

So you're tooling along at 70mph pulling 30,000 pounds and have to make an emergency stop. Will the brakes hold up? If I swerve to miss something in the road, will the trailer push me around? Will my torque converter overheat pulling up a 10% grade for a few short miles? What exactly is meant by "cowboy around with it?"

 

Ok this is my last post on this matter. I see you have never pulled the loads you are telling us our pickups will not handle (which is fine). I have had to emergency brake pulling heavy loads at highway speed. The trailer brakes do thier part and you get stopped. I had replace the front rotor, but I had to do that after I almost hit an elk empty! As far as swerving, I never have and never will prescribe to the idea that swerving to avoid anything is a good thing. I dont care if I am loaded or empty I dont swerve. I know of too many instances where people swerved to avoid animals or other things and ended up much worse. And when it comes to 10% grades I might be wrong, but you are not going to find anything that steep on a major highway. I understand your thought process, but I use my pickup and at times push the mechanical limits, but I always have the proper wieght distributed on equipment designed to safely handle it (brakes and bearings). When my tranny poops out I'm not going to blame ford. I use my pickup for work!

 

Uhh, I agree with Mudmaker on this one. I am not telling anyone to go out and tow 30k with their truck. I am just saying, take a long look at what you want to pull, and If you honestly FEEL comfortable with the load then go for it.

 

Here is Montana's restrictions:

Passenger Vehicle Combinations - Towing
Reference: 61-10-104 M.C.A.

A passenger vehicle or truck of less than 2,000 pounds "manufacturer's rated capacity" may not tow more than one trailer or semi-trailer. This combination may not exceed an overall length, inclusive of front and rear bumpers, in excess of 65 feet, except as provided in 61-10-124 M.C.A.

Passenger vehicles or trucks with a "manufacturer's rated capacity" of 2,000 pounds or more may tow two trailers. This combination may not have an overall length, inclusive of front and rear bumpers, in excess of 75 feet, except as provided in 61-10-124 M.C.A. Each trailer exceeding 3,000 pounds must be equipped with brakes and breakaway brakes, as required in 61-9-304 and 61-9-305 M.C.A. The total weight on and including the wheels of the trailer or trailers may not exceed 40% of the gross weight of the towing vehicle when connected to the trailer or trailers as per 61-9-304(1)(a) MCA.

Manufacturer's maximum GVW capacity can normally be found on a metal plate inside of the door or door post.

Manufacturer's rated capacity is determined as follows:

<TABLE cellPadding=5><TBODY><TR><TD>Manufacturer's Maximum GVW</TD><TD align=right>6,500 lbs.</TD></TR><TR><TD>Shipping Weight of Truck</TD><TD align=right>-4,500 lbs.</TD></TR><TR><TD>Meets requirement of law</TD><TD align=right>2,000 lbs.</TD></TR><TR><TD colSpan=2 height=2></TD></TR><TR><TD>Manufacturer's Maximum GVW</TD><TD align=right>4,800 lbs.</TD></TR><TR><TD>Shipping Weight of Truck</TD><TD align=right>-3,000 lbs.</TD></TR><TR><TD>DOES NOT meet requirement of law</TD><TD align=right>1,800 lbs.</TD></TR></TBODY></TABLE>
Brakes are required on all wheels EXCEPT on trailers not exceeding 3,000 pounds provided that the total weight on and including the wheels of the trailer or trailers shall not exceed 40% of the gross weight of the towing unit, when connected to the trailer(s).
<TABLE cellPadding=5><TBODY><TR><TD>First Trailer <TD align=right>4,500 lbs. </TD><TR><TD>Second Trailer <TD align=right>2,000 lbs. </TD><TR><TD>Total, Both Trailers <TD align=right>6,500 lbs. </TD><TR><TD>Weight of Towing Unit <TD align=right>4,500 lbs. </TD></TR></TBODY></TABLE>

 

[QUOTE=fireman660r]Both trailer have brakes on both axles, all of which were wired together and not once didn't I have a problem slowing or stopping[QUOTE]

The key is to make sure that you are comfortable doing it and make sure that you are properly equiped to handle it.

Make sure that your brake controller can handle that many brakes. You don't want to loose your controller pulling that big of a load. If it isn't designed to handle that many, just run two controllers.

Also it doesn't hurt to put anti-sway devices on your second trailer just for added safety.

Hope this helps and have a great time.

 

I saw something scary last night on I-10 going West through Houston. An Astro van towing an F-150 that had a Nissan truck on a tow dolly. no lincense plates on any of them. they were in a caravan of other junkers towing more junkers...... my guess.... headed for Mexico. gotta believe no insurance either.

 

Yeah, but I'll bet those drivers have a lot of experience, feel comfortable about it, never swerve, and never, ever "Cowboy" around with their loads!! They're probably OK.

 

I think common sense is important here too. When I drive my truck alone I set the cruise at 75. When I pull my fifth wheel and my wife and kids are with me I drive 60 without the cruise. If I am pulling doubles I drive at 55 even through my second trailer is only 2,200 pounds with my quads. I am certainly more careful when I pull my trailers and rarely change lanes or talk on the cell phone. Even through I weld I had a friend who is a 20 year welder install my hitch on the back of the trailer. He used no welds only very heavy duty bolts attaching my custom hitch to the trailer frame. Before I leave with my trailers I check everything. Most accidents occur when people are not paying attention or tired.

Randy

 

Well, human nature being what it is, I wouldn't want to be on the road with them........All that need happen is some jerk cut them off, the brakes fail on that unlicensed unregistered and uninsured wreck and it's all over, perhaps for a number of vehicles. Count me out. "Probably" is the key word here...


Now you I would happily share the road with .......