Does Using a WDH Buy You Back Some Payload?
12-14-2018, 10:20 PM
#11
Senior Member
Even without trying to gain payload from a WDH, If you're loading to the point that you need every pound of capacity the truck has to give, you need a higher payload package, or slightly bigger trailer.
12-15-2018, 08:15 AM
#12
If you are concerned enough to bother to calculate payload and tongue weight, probably best to leave this calculation alone. The second you drop the trailer, the truck goes over payload.
Even without trying to gain payload from a WDH, If you're loading to the point that you need every pound of capacity the truck has to give, you need a higher payload package, or slightly bigger trailer.
Even without trying to gain payload from a WDH, If you're loading to the point that you need every pound of capacity the truck has to give, you need a higher payload package, or slightly bigger trailer.
If you say think that getting close to the rating is a hard-boundary, I'm going to ask you why. Ford and the society of automotive engineers tested the vehicle right up the rating and, under massive legal liability if they were wrong, publically declared it capable. I'll trust that in the absence of a good argument to the contrary.
12-15-2018, 11:55 AM
#13
I would much rather be 200 under than at the edge. When I say 400 pounds transferred, I mean that without the WDH I am maxed out. By transferring the weight forward and rearward with the hitch, I am now under GVWR, GAWR for the truck with 200 to spare.
12-15-2018, 12:09 PM
#14
12-15-2018, 05:28 PM
#15
“If you say think that getting close to the rating is a hard-boundary, I'm going to ask you why. Ford and the society of automotive engineers tested the vehicle right up the rating and, under massive legal liability if they were wrong, publically declared it capable. I'll trust that in the absence of a good argument to the contrary.”
Ford says the vehicle will pass FMVSS at its rated GVWR not above it. Ford executes the SAE towing test and submits the data to the SAE. The maximum TWR established using SAE j2807 is truly only valid for the specific trailer used and conditions set under the standard. Same class vehicles will generally use the same trailer so it’s a for comparison use only test.
Ford says the vehicle will pass FMVSS at its rated GVWR not above it. Ford executes the SAE towing test and submits the data to the SAE. The maximum TWR established using SAE j2807 is truly only valid for the specific trailer used and conditions set under the standard. Same class vehicles will generally use the same trailer so it’s a for comparison use only test.
12-16-2018, 11:48 AM
#16
12-16-2018, 12:59 PM
#17
12-17-2018, 09:49 AM
#18
We can assume there are higher tolerances built in to prevent failures by people being stupid with weight, by why force it if you don't need to?
12-18-2018, 07:40 PM
#19
I don't drive MAXED out, now does it make sense? I want my truck to last, so why would I load it to the max and put that much stress on it when I can stay under max? Just because it is rated at 7K doesn't mean you should drive it maxed at 7K, it puts a lot of stress on things, especially the rear axle wheel bearings. The only thing supporting all that weight in the back between the tires and the truck is a pair of simple roller bearings hanging out next to each wheel. Those bearings have about an inch of surface area on the axle, so imagine how much pressure is being applied on the top of the axle on one or two rollers. It's not like the Superduty with full floating axles where the weight is supported on a pair of tapers at each wheel. I would have no issue maxing those out, but not on something I tend to drive every day and depend on to get me to/from work everyday, with occasional towing. If I can keep it under and do what I need it to do, damn sure thing I will.
We can assume there are higher tolerances built in to prevent failures by people being stupid with weight, by why force it if you don't need to?
We can assume there are higher tolerances built in to prevent failures by people being stupid with weight, by why force it if you don't need to?
12-19-2018, 02:16 AM
#20
Senior Member
"The second I drop the trailer" I'm almost assuredly under payload by a bunch (you'll agree, just rethink the situation you described.)
If you say think that getting close to the rating is a hard-boundary, I'm going to ask you why. Ford and the society of automotive engineers tested the vehicle right up the rating and, under massive legal liability if they were wrong, publically declared it capable. I'll trust that in the absence of a good argument to the contrary.
If you say think that getting close to the rating is a hard-boundary, I'm going to ask you why. Ford and the society of automotive engineers tested the vehicle right up the rating and, under massive legal liability if they were wrong, publically declared it capable. I'll trust that in the absence of a good argument to the contrary.
For that one outrageous haul once in a blue moon, feel free to run at max tow or max payload and at max safe speed. The rest of the time, leave yourself and your vehicle some breathing room. Just because you CAN run max numbers doesn't mean you SHOULD. Sure, people do it all the time. Trucks with large loads are crashed on the side of the road all the time as well.
Feel free to excuse the derp that ran through my brain on dropping the trailer.