mpally

If you purchase a truck that is set up for a fifth wheel hitch, but the hitch is installed by the dealer after the sale, you don’t get the benefit of the higher tow ratings for the fifth wheel since the hitch wasn’t installed by the factory during the original build?

acdii

Note I did state, "after it left the dealer". Ford factory parts, installed by a Ford dealer should negate the VIN issue as it would be clearly documented at that point that the truck is properly equipped, however, it still does not change the payload rating, so one would still need to follow GVWR and GAWR.

acdii

There you go! This is where a keen lawyer can rip the person to shreds. Civil court is a biotch, and lawyers are ruthless, especially in injury cases. The Law don't give a crap about the mods, but civil sure does.

acdii

Yeah yeah I know, Multi quote next time!

The hitch doesn't set the ratings, the trucks suspension, gearing and payload does. In fact, Ford factories do not install 5th wheel hitches, and only in the Superduty do they add the prep kit for one. No matter what is done to a truck once it leaves the assembly line, it is still legally bound to the GVWR and GAWR. The GCWR is not used in anything except the tow guide. In the eyes of the law, they look at three things, GVWR, GAWR and tire ratings, nothing else. Stay under those three and you are good to go.

mpally

Thanks, that’s good information.

Also, do all class IV hitches have a undistributed weight limitation of 5,000 lbs. and 500 tongue weight limitation?

acdii

You know, I have been trying to find the answer to that and keep coming up with mixed information. Some say it's a regulation for 1/2 tons(not from this forum), but provided nothing to back it up with. Ford and RAM and a few others are 500/5000 rated, while GM is 700/7000 rated. Some Class IV receivers do not state a weight/WDH rating, just an overall rating.

Non of it makes sense due to the multitude of trailer types and how they have their weight distributed. That 500/5000 comes to mind, what if you have a zero weight drawbar on a 13,000 pound hay wagon? No weight on the truck, but it is pulling more than 5000 pounds.

mpally

We have a 20’ enclosed trailer with spread axles. I’m trying to find information on the impact of spread axles on tongue weight and haven’t found much. I’ve heard varying degrees of impact, but can’t find a consistent message. I plan to load the truck and trailer this weekend how it will typically be loaded and head to the CAT scale to weigh it. I’ll use that information to determine if any changes need to be made.

acdii

There really isn't too much difference. It really depends on axle placement more than anything. With tandems, it is easier to get the load distributed between the axles, while the spread axles requires a bit more thought to make sure one axle isn't bearing more weight than the other. What makes the most difference on tongue weight is the placement of the front axle compared to a tandem. The closer to the ball it is, the less weight there will be on the ball. That is pretty much the only difference I can find. If anything, say a car trailer with spread axle, is that the weight of the car can be better distributed across the axles and less weight on the ball, with a lower chance of sway than a similar trailer with tandems. With the tandem, if you need to lighten the ball, you move the load back, increasing the risk of sway.

The disadvantage is increased tire wear.