This debate will go on forever. If you research all of the trucks out there they pretty much will be "overloaded" according to the ratings for each one. What is funny is that looking at the Ford tow ratings, it list the F350DRW 4X4 as 15,600# but if you get the Tow Boss package which is a different gear ratio then you can magicly be "safe" to tow 18,100# with the same axle and brakes. I have called many CHP offices and scale offices and they can't give me an answer if it is illeagal. They have told me that they would not weigh me as that in CA my truck is considered a "Pickup" and is not subject to stopping at scales. I did get the Non Commercial Class A driver's license as required for CA. I went to 285/70R17 tires on my Dodge which are rated at 3750# each. This gives me 7500# per axle. With my XLR hooked up I have 6130# on the rear axle. My Toy Hauler is definately big but it pulls fine. I did add an Exhaust brake and would have added it anyway. I also have air bags and Rancho adjustable shocks.
According to this you are rated for 13000 lbs which I say is extremely conservative. You need to look at many factors most importantly what your tires and axle are rated for. Next look at upgrades. Contrary to popular belief airbags dont let you carry more weight. Look at upgrading your brakes, towing without water and filling when you get there (that could easily save 1000lbs) things like that that will help you with weight. Get your truck to the scale first and weigh it with all of your camping stuff in it, remember to weigh each axle separately. With that being said I am all for fudging a little on weight but I don't know if you will be able to get close enough.
and your insurance will cover you, just like if you got drunk and caused a wreck, civil liabilty is another thing.
Well got home from Utah on Sat night. Pulled the Trailer 650 miles home. I had absolutely no trouble coming home. The truck was a beast. Breaking was not a issue either. I started out pulling at 55 mph, but at that speed the motor was lugging quite a bit, so I stepped it up to 70 and that was more in the sweet spot for the Cummins.
The only big challenge was the Baker Grade. I was only able to go about 45 or 50 up that damn grade. Trans got a little hot, and the engine temp was getting up there too but she made it ok.
Overall the Cummins has my respect more than ever.
* This post was
edited 08/14/09 12:14pm by an administrator/moderator *
I'm not going to chime in and give you a lecture, the weight police have already spoken. But please keep this in mind---
You will be very over the LEGAL gcvwr of the truck. On the slim chance your 25,000lb rig plows through a mini van full of kids, your fault or not, in a court of law you could be facing a very large Negligence lawsuit.
IF--big IF here, you should happen to have an accident--your fault or not, you run a very high risk of your insurance company denying any payment as a result, up to and including any lawsuit that may come of it.
You would not be treated any different in court than an overloaded big rig, and attorneys love their job......
'01 F350 CC DRW 4x4
'09 Cyclone 4012
'03 Arctic Fox 1140, 4 Trojan T105s, 1.5kw inverter, ice maker, 32" LCD HDTV
10k 24' toy box
92 YJ 33's, 4" lift, ARB lockers, Ford 8.8, 8k winch
Honda 400ex
Insurance companies cannot deny compensation to an injured third party based on overweight condition of the insured's vehicle. They have been barred from even enforcing driver exclusions to injured third parties.
2005 Silverado 2500 HD, Duramax/Allison. Hypermax E-con Max Energy programmer, Banks intake and exhaust.
2002 Cardinal 28RK
Prodigy brake controller, Bilsteins, Timbrens, 5th. Airborne pinbox.
Dave, Kathy and the dogs
Our 2500 Dodge trucks have a 6000 RAWR/tire capacities that will carry all the pin weight. Pin placement over the rear axle adds little if any to the trucks front axle/tires.
Our 2500 Dodge 4x4 trucks rear unladin weight is approx 2800-2900 lbs which leaves 3100-3200 lbs for a payload.
A 250 lb 5er hitch over the rear axle and the trucks rear axle/tires is at 3050-3150 lbs. Add a percentage of folks weight/junk as they sit between the axle and the truck has 3250-3350 sitting on the rear axle/tires.
That leaves you with approx 2500-2600 lbs for a 5ers pin weight before overloading the trucks tires.
Without any weight numbers were just guessing which doesn't help you with your situation.
I wouldn't go over the tires capacity as only a ...... tows those kind of loads, with 16k-18k pushin' the trucks rear around, over a tires capacity.
The Cummins doesn't make up for a little 2500 trucks lack of axle/tire/rear suspension capacity in comparasion to a 3500 Dodge 3500 DRW's 9350 RAWR/4 tires caps which is a much safer choice for carrying big loads. Both trucks have the same engine/tranny and 11.5" rear axle so pulling the weight isn't the problem.
Your choice.
"good judgment comes from experience, and a lot of that comes from bad judgment" Will Rogers
'03 2500 QC Dodge/Cummins HO 3.73 6 speed manual Jacobs Westach Linex
'97 Park Avanue 28' 5er with two slides 16" BFG Commercial LTs
gafidler wrote: Check your GVWR...If you tow over weight and you have an accident most insurance companies will not cover the accident and you will be liable in a law suit. It is not worth it....
Sorry to disagree, but that is absolutey wrong.
If an insurance company could get out of paying on any loophole like that, they would always find some sort of loophole to get out of paying. There are many laws and regulations that compel insurance companies to pay claims.
You may think that, but it will be a jury that will make the final decision. You may not want me on that jury.
so I stepped it up to 70 and that was more in the sweet spot for the Cummins.
Glad you made it home OK. It's always reassuring to get a handle on one's tow vehicle's capabilities. HOWEVER, I'd rethink the sweetspot speed you found. That's alot of projectile you have there when up to that speed. I could easily run 80+MPH with my 8.1L Suburban 2500 and my 7000lb TT, but for me, 65MPH MAX is all I venture to go. I had a couple instances during my last 7K mile trip where I had to use evasive maneuvers to avoid other motorists silliness, and I was sure glad I wasn't at a speed that would have prevented me from doing so.
Enough lecture time, so enjoy your new rig and please drive carefully, because making it home is as important as heading out.
RCMAN46 wrote: You may think that, but it will be a jury that will make the final decision. You may not want me on that jury.
People keep talking about a jury and an insurance company....two completely different things. The insurance will pay, they have to, just like they do for all the drunks outs there. A jury is a whole nother matter.
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, so enjoy your new rig and please drive carefully, because making it home is as important as heading out.
