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Old 04-12-2011, 09:54 PM   #1
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Payload affected by Hitch Weight

Hey folk I was hoping someone could answer a tow relating question for me.

If I have a truck (1975 F250) that has 1600 lbs payload capacity after tanks are full. If I then have a trailer with a tongue weight of 650lbs (1973 Tradewind) Does that then reduce the remaining payload capacity down to 950lbs when using a WDH (Drawtite)? Thanks in Advance Tony
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Old 04-12-2011, 10:18 PM   #2
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Yes,it does.
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Old 04-12-2011, 10:42 PM   #3
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Not exactly, but it is safe to assume so. With weight distributing hitch some of the tongue weight shifts onto the front wheels of the truck and some weight shifts back onto the trailer wheels.
Safest approach is to hook up and go to a cat scale and get weights for all axles when hooked up.
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Old 04-12-2011, 11:28 PM   #4
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Keep in mind that GVWR ratings are somewhat approximate in these trucks. What really matters here are tire and axle ratings; many of these trucks have combined axles ratings of 10K or more, whereas legal limits for a 3/4 ton were 8800 lbs.

I'm not suggesting ignoring these limits - but what matters more here is getting loads level (WD or air lifts help here), tires inflated properly, etc.

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Old 04-13-2011, 12:08 AM   #5
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The reason I asked the question is I was at a SOB dealership for something to do while my wife’s car was getting serviced here in Oregon.

The salesman was an OK guy with some years in the business but he said I was wrong thinking it did come off the pay load. I had no ego attachment to what I thought I knew. I hoped deeply that I was wrong with my shrinking payload capacity in my less than two week old new old tow vehicle that I purchase to get the job of towing measly 1973 25’ Tradewind. Anyway, He went to the "go to guy" for info He told me “ good question” and wasn’t sure of the answer. Then the owner got in the action and gave part of the answer AL gave saying I was wrong that it shifted to the trailer discounting ( as Al did not) that it shifted it to the front wheels also. This is one of the two top RV dealerships. Tough to get all but the basic answers without this forums

So should guess I just figure the 600 odd lbs is gone from pay load. Yikes That is tough down to 950 – live weight of around 510lbs canoe and paddles jackets 100lbs It down to 340lbs minus the hitch itself another 60 or so. This rig is ¾ ton 7.3L diesel which I got to replace the one run ½ Express van that I found I was 240lbs over weight GCWR at 12240lbs

This is the type of rig that Andy recommends against because it will tear apart the AS

Any suggestions or legal modification to TV to up its capabilities I am looking to rolling down the road with my bride safe sound and in joy.

Thanks Tony
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Old 04-13-2011, 06:44 AM   #6
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Quote:
Originally Posted by Tony S View Post
The reason I asked the question is I was at a SOB dealership for something to do while my wife’s car was getting serviced here in Oregon.

The salesman was an OK guy with some years in the business but he said I was wrong thinking it did come off the pay load. I had no ego attachment to what I thought I knew. I hoped deeply that I was wrong with my shrinking payload capacity in my less than two week old new old tow vehicle that I purchase to get the job of towing measly 1973 25’ Tradewind. Anyway, He went to the "go to guy" for info He told me “ good question” and wasn’t sure of the answer. Then the owner got in the action and gave part of the answer AL gave saying I was wrong that it shifted to the trailer discounting ( as Al did not) that it shifted it to the front wheels also. This is one of the two top RV dealerships. Tough to get all but the basic answers without this forums

So should guess I just figure the 600 odd lbs is gone from pay load. Yikes That is tough down to 950 – live weight of around 510lbs canoe and paddles jackets 100lbs It down to 340lbs minus the hitch itself another 60 or so. This rig is ¾ ton 7.3L diesel which I got to replace the one run ½ Express van that I found I was 240lbs over weight GCWR at 12240lbs

This is the type of rig that Andy recommends against because it will tear apart the AS

Any suggestions or legal modification to TV to up its capabilities I am looking to rolling down the road with my bride safe sound and in joy.

Thanks Tony
The total weight on the truck, whether it is front or rear axle, is counted as payload. So, in round numbers, a 500 pound tongue weight will reduce the payload capacity of the truck by 500 pounds, less the amount transferred back to the trailer.
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Old 04-13-2011, 07:49 AM   #7
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Originally Posted by Tony S View Post
This is the type of rig that Andy recommends against because it will tear apart the AS
So - what are folks to do if they exceede their TV weight from tounge load and TV payload?

A F-250/F-350 or 2500/3500 is not going to tear up your airstream. The wrong type of load balancing hitch may - but the courts still out on that one.

I use a ProPride, the HH is just as good as you crank in the "support" you requrie vice "all support or nothing" as per the "static" systems.

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Old 04-13-2011, 08:36 AM   #8
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Don't forget to add passenger weight into you payload calcs. It includes anything you have inside the tv as well.

The suggestion of cat scale weighing above is a good one to remove the guesswork.
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Old 04-13-2011, 08:52 AM   #9
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I agree with BARTS above. It should be noted that in 73 most trailers were pulled by cars. A good WD hitch & properly inflated tires are a must.
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Old 04-13-2011, 09:37 AM   #10
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Quote:
Originally Posted by Tony S View Post
Hey folk I was hoping someone could answer a tow relating question for me.

If I have a truck (1975 F250) that has 1600 lbs payload capacity after tanks are full. If I then have a trailer with a tongue weight of 650lbs (1973 Tradewind) Does that then reduce the remaining payload capacity down to 950lbs when using a WDH (Drawtite)? Thanks in Advance Tony
Actually lower. Since the WD hitch transfers weight to truck as well.
In order to get an accurate number you need to take the setup to a truck scale.
My truck has a 10,000 GVW. With the transferred weight, full fuel and me in the cab the truck weigh in just about 10,000.
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Old 04-13-2011, 05:07 PM   #11
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Thanks all. To the scale I will go. Tony
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Old 04-13-2011, 09:45 PM   #12
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Yes, the scales are our best friends!!!
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Old 04-13-2011, 11:54 PM   #13
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Quote:
Originally Posted by tkasten View Post
I agree with BARTS above. It should be noted that in 73 most trailers were pulled by cars. A good WD hitch & properly inflated tires are a must.
I find we don't need a WD hitch w/ our Tradewind and our F250; I have air lift springs now that I use to level the truck when it's loaded w/ trailer attached. Of course, we use a short tow bar to keep the tongue weight as close to the rear axle as possible. The rear axle capacity on our truck is 6000 lbs or so; the tires match this. We always tow w/ 75 or 80 psi in the rear tires. I would like to get this rig to the scales to understand the front-rear weight balance; if anything, the diesel tends to put a lot of weight on the front end on these trucks. W/ shell & rack, I think we're at 7200 lbs; add 400 lbs of tongue weight and 400 lbs of passengers & stuff and we have some 800 lbs of payload left.

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Old 04-14-2011, 08:10 AM   #14
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Quote:
Originally Posted by barts View Post
I find we don't need a WD hitch w/ our Tradewind and our F250; I have air lift springs now that I use to level the truck when it's loaded w/ trailer attached. Of course, we use a short tow bar to keep the tongue weight as close to the rear axle as possible. The rear axle capacity on our truck is 6000 lbs or so; the tires match this. We always tow w/ 75 or 80 psi in the rear tires. I would like to get this rig to the scales to understand the front-rear weight balance; if anything, the diesel tends to put a lot of weight on the front end on these trucks. W/ shell & rack, I think we're at 7200 lbs; add 400 lbs of tongue weight and 400 lbs of passengers & stuff and we have some 800 lbs of payload left.

- Bart
But, Bart, understand when a truck Mfr. installs a diesel, the front (and maybe the rear) suspension is changed over the same truck with a gasser installed. In other words, the same front/rear "balance" is attempted whether a gas or diesel is installed relative to ride height, geometry, etc. So when a given load is applied to the rear axle (whether it is hich weight or bed weight), the loading and unloading of the respective axles is the same (given the same WB, bed length, cab configuration, etc.) The visual height change may be a little different, but the weight shift will be very close. And of course, the "squat" will be different perhaps resulting in a slight difference in CG. From a handling and emergency maneuvering standpoint, I believe it is still wise to use WD, even with 3/4 and one tonners.
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