7k trailer weight

[john_bud]

Two questions:
1. Don't most twin axle trailers ride on a suspension setup that equalizes load 50/50 between the two axles?
2. Does any state allow you to register a trailer one increment (1K) over gvwr to account for tongue load &/or scale error? seems that would at least fix half the legal threat (that of running marginally over registered weight as scaled).

Also I keep hearing talk about a 5% grace on scaled weight to account for scale accuracy or error. Is this fact or myth?

Theo

I can only give you my opinion, but being full of it (opinion that is...)

1) Yes, but is it perfect - no. I can reposition my tractor and get the brakes to perform differently. That wouldn't happen if the equalizers were perfect.
2) Maybe? Never heard of that but there are like over 40 states . Some states do allow for overload on farm products during harvest, you hauling grain?

If you hear about a 5% grace it may be the same deal as a 5 mph grace on speed limits. Total officer discretion - that's a good reason to always be nice to the man with the badge. I know scales are certified and documents are kept up to date. Just think of the truckers that want to get out of tickets and claim "bad scale"!

 

[txslowpoke]

1. Don't most twin axle trailers ride on a suspension setup that equalizes load 50/50 between the two axles?

Trailers do have equalizers between the axles. BUT they do not equalize the load per say. You have to load the "load" correctly. You have to load the trailer to give a enough tongue weight so the trailer will "follow" the truck. If your at max trailer capacity it can get tricky. Just remember if your trailer/load is going to out way the truck, you have to HAVE enough tongue weight in a bumper pull application trailer for the trailer to follow the truck. On a bumper pull trailer this more critical than a G/N.
If you ever pulled a load on a bumper trailer and swayed bad----not enough tongue weight----PERIOD.

2. Does any state allow you to register a trailer one increment (1K) over gvwr to account for tongue load &/or scale error? seems that would at least fix half the legal threat (that of running marginally over registered weight as scaled).

In Texas you can register the truck with added weight, that helps to account for the tongue weight. I have never registered a trailer over the MFG capacity myself. However you register the truck/trailer,-- the axle weights have to be correct when loaded heavy if you are checked by a DOT scale.


Also I keep hearing talk about a 5% grace on scaled weight to account for scale accuracy or error. Is this fact or myth?

Its MYTH. PERIOD!
Its upto the scale mans mood. Its like the 5mph grace mentioned in last post. Up to the man with the badge and his mood.I have had to move a track hoe 3' on a trailer on Colorado( the scale north of Raton,NM) cuz I was 800lbs over axle on a spread axle trailer(front axle). If your over axle its a roll of the dice as to whether or not you get a fine.

 

[JDeereman]

Sounds like you guys are saying this equalizer suspension thing on a dual axle trailer doesn't really work very well. that is troubling. if true I could be overweight on one axle anytime and not even know it even if total load is still under gvwr.

Also sounds like you guys are saying 5% grace is myth but then say that it is up to the cop. maybe I asked the question wrong. I was looking to see if 10 or 100 pounds over automatically means a ticket. so maybe yes and maybe no it all depends on cop if it is close, yes?

Another question please - how does using an equalizing hitch effect measured trailer axle loads?

Theo

 

[KeithInSpace]

I think a Weight Distributing hitch would take weight off the ball...weight off the rear wheels of the tow vehicle...and transfer A PORTION of it to the front wheels of the tow vehicle...that's the theory, anyway. The amount that is transferred would be impacted by the size of bars you are using in the hitch (500# vs. 1,000#, for example).

I don't think that would have a net effect on the weight effective to the trailer tires themselves. I mean, the same weight is better distributed throughout the entire rig...Weight Distributing Hitch...but it does not make any of the weight disappear into a black hole.

Being as the wheels are centered in the trailer and the wheels are at either end of the tow vehicle, your biggest impact would be weight transferred from the rear wheels of the tow vehicle to the front wheels. Benefits being better balance, better steering control, and decreased propensity for sway.

My limited understanding...

 

[JDeereman]

I think a Weight Distributing hitch would take weight off the ball...weight off the rear wheels of the tow vehicle...and transfer A PORTION of it to the front wheels of the tow vehicle...that's the theory, anyway. The amount that is transferred would be impacted by the size of bars you are using in the hitch (500# vs. 1,000#, for example).

I don't think that would have a net effect on the weight effective to the trailer tires themselves. I mean, the same weight is better distributed throughout the entire rig...Weight Distributing Hitch...but it does not make any of the weight disappear into a black hole.

Being as the wheels are centered in the trailer and the wheels are at either end of the tow vehicle, your biggest impact would be weight transferred from the rear wheels of the tow vehicle to the front wheels. Benefits being better balance, better steering control, and decreased propensity for sway.

My limited understanding...

I think I get it now Keith. no real change on the trailer just the truck. thank you

Theo

 

[RobJ]

I'd like to add to the probably good info already displayed here.. is that if you are not a comercial driver hauling a comercial load.. and IF your load looks safe, safely tied down, all lamps working, and tag in place and lit.. tires looking good.. plenty of securely fitting load binders or straps or whatever.. and the truck ain't bouncing downt he highway, or fishtailing.. or your rear isn't squatted to 2" of the ground.. and you are not speeding... DOT probably ain't gonna look you over much past that.. It's hard to 'eyeball' 500# overweight on a rig..

I just made a 2300 mile round trip run to texas from florida... went thru missippi, alabama, lousiana into and out of texas.. etc.

Agree with this to...and hey you can stop in Houston as well!! That long trip with these gas prices sure jump up the price of that tractor.

 

[RobJ]

I think the regulations regarding homemade trailers vary from state to state. To get it registered some states only require that you have a notarized affidavit stating who the trailer was made by, and that it is free from all encumbrances, and that all the materials used to construct it are paid for. Other states require that in addition to that an inspection be performed by the DMV who will assign a VIN to it.

When I built my twin axle(3500#) trailer I had some expierence with tagging a homemade trailer. The lowest class is the trailer is 500# and the load is not more than 1000#, total 1500#. I tagged 3 that I made like this. Just walk up and get the tags. With this trailer it was a little more confusing, as I read it I would have to get it inspected and stuff if I recall. But when I got down to the tax office to get more info, the young lady said twin axles can be under 1500# in weight and a total weight not to exceed 4000# (if I recall). This was perfect for me, 1500# trailer, 2500# tractor with a mower and I was good. I think my tires are only rated for 4500#. Of course the truck takes some of this weight to. I just got the renewal and I think it was $55 for the year.

 

[Soundguy]

Agree with this to...and hey you can stop in Houston as well!! That long trip with these gas prices sure jump up the price of that tractor.

I went right thru houston on 10, then to sealy.. then north on ( 35? or 36? ) to temple.

Diesel and lodging and fuel added 860$ to the cost o fthe tractor.. glad I mad ethe trip on easter weekend when diesel was still 3.92-3.94 a gallon.. and not now.. at 4.20 / gallon.