A thread I've been looking forward to for some time. Our rigs are similar in TT type except for suspension differences in both vehicles, and overall length. I expect my GCW to be quite close. We've touched on all of this in other threads.
Did we miss the TV & TT HITCHED, (but WD inactivated) CAT Scale Reading? Load transfer by WD activation; per axle, overall, and per wheel, indvidually, since you have the portable scales. (I was pulled off the road by TX DOT on Monday for a Level One inspection, and we talked about the new scales carried in back of those lowered Tahoes).
Frame twist on both vehicles is likely -- WD activation can put a few thousand pounds torque across the rig -- so static measurements tell a story about weight distribution.
It may not be an even application across any given axle.
Hard to beat this handy analysis, the
Ron Gratz Chart as a starter.
Weighing #1 -- TT attached and Weight Distribution Activated
Let Front Axle Load be "FA1" 4640
Let Rear Axle Load be "RA1" 5460
Let TT Axles Load be "TT1" 7960
Then, while in same position on scales, take
Weighing #2 -- TT attached and Weight Distribution Not Activated (WD bars unloaded, but hanging in place)
Let Front Axle Load be "FA2"
Let Rear Axle Load be "RA2"
Let TT Axles Load be "TT2"
Then, drive off scales and drop TT. Return to scales and take
Weighing #3 -- TV only -- TT Not Attached
Let Front Axle Load be "FA3" 4980
Let Rear Axle Load be "RA3" 3960
From the above values, you can calculate:
TV weight = FA3 + RA3 8940
Gross Combined Weight = (FA1 + RA1 + TT1) 18060
{should also be equal to (FA2 + RA2 + TT2) if scale weights are correct}
TT Weight = Gross Combined Weight - TV Weight 9120
Tongue Weight = (FA2 + RA2) - (FA3 + RA3)
Load Transferred to TT Axles
when WD System is Activated = TT1 - TT2
For the rest of us, this .pdf form on how to weigh tire loads individually should suffice.
HOW TO WEIGH RV: Bridgestone & RVSEF [.pdf]
" . . My 2013 25FB International Serenity was heavy by several hundred pounds on the curb side rear wheel and so is the Classic. A friend stated today he has replaced the curb side rear tire several more times on his 2005 25' Airstream than the other three due to more loading. I wonder if many Airstream rear curb side wheels seem to have a heaver loading?"
If nothing else, the starboard tires are the ones to hit curbs, more potholes and get off the paved surface more often in normal driving. If weight is higher, then it just adds to the problem. Higher loadings on the starboard side
will drag the TT in that direction more easily. I have more than once been surprised by not centering a several thousand pound single pallet (out of a dozen otherwise in rows of two) on a flatbed and been able to tell the difference at the wheel . . she
is gonna move that way faster.
And a trailer that does that sets us up for a loss-of-control accident. A few pounds may not matter, but why not get things as good as can be if all it is is moving some packed things around in the interior? A few inch drop-off at road edge is enough to upend the rig if the driver tries to fight it. I see this all the time both as it happens in traffic ahead of me, or in reading the aftermath. I want the the least exposure to this potential problem.
The second question would be what tire pressure is now set for baseline purposes on the TV (as TT tire pressure is always to be to sidewall maximum)? What are the ranges for Steer and Drive on your truck as given by DODGE (door placard) and where are you starting within those manufacturer guidelines (Tire engineer
CapriRacer notes that 2008 revisons are best for those of us with older vehicles where comparisons can be made).
Tire life, fuel economy, wind-handling and best braking are all related. Fewest steering corrections per 100-miles is part of it. Best mechanical baseline of the rig, individually and combined, is truly
where the rubber meets the road.
.
The scales story 2013
Linear Mode
