SFranzer -
This is the best line of questioning I’ve seen yet on this issue. For the main reason is that the 1 ton vs. ¾ ton argument is left out … which is good. No question on that argument IMO.
My post is going to be long, but I hope my points are all good, and should be worth reading.
1. Dpelletier is correct, IMO, that the GVWR isn’t so much based on braking. As an example (not to start the 3500 vs. 2500 debate though), the GVWR of the 3500 is quite a bit higher than the 2500. But is the 3500’s brakes different? I think they’re basically the same. I do think the 2 extra tires will give you a bit of an advantage for braking, but not as much as the difference in the GVWR between the 2500 and 3500 indicates.
2. You stated,
It seems to me if I have a trailer that weighs 11,000lbs. with a hitch weight of 2100lbs I'm safer than a 13,050lbs trailer with a hitch weight of 1850.
Although that’s arguable by some, I totally agree with you. BECAUSE of the conservatively low GVWR of the ¾ ton. And I think its conservatively low due to all the discussions that have be made on this site and various other sites for the reasoning behind the 8,800 lbs.
I’ve actually seen various legislative (if that’s the right term) rules, laws, or regulations about vehicles that require special fees or licensing, and insurance if the vehicles’ GVWR is over 8,800 lb. I’ve seen this from either this site or one of the others.
Here’s an example. My brother in law’s family electrical business (which is fairly large) has never bought a one ton. Every truck is a ¾ ton Ram. They operate these trucks commercially. And I doubt there’s ever a day when the trucks would weigh in under 8,800 lbs. Most are WAY over it, all the time. They never wear them out. They do go through brakes. Is there a reason they don’t buy 1 tons? I’d have to say yes, but I don’t know for sure, I don’t know the financial detail of their business (nor should I). They’re in the business to make money and spend nothing extra if they don’t have to. To me that makes the 8,800 lb. more conservative. I’m betting they’d wind up paying some extra fees & insurance or run into additional licensing for a 1 ton to operate commercially. Lord knows they need them GVWR-wise. I don’t blame them one bit. Their ¾ ton trucks get the jobs done just fine. As an added note, they do have some really large bucket trucks and such. I’m not sure about those trucks size/ratings. They’re much larger than 1 tons, maybe they’re MDTs.
3.
I will be going down the road at or just below GVWR (after fuel burnoff) I'd just like to know what I'm wearing out or possibly damaging at this weight.
IMHO, you won’t be wearing or damaging anything. At least not any more wear and damage than towing will normally incur. For instance, you’ll wear more tire out, put more load on the axles than empty, and will wear those proportionally more than empty. But as for being destructive? Naaaaah! I do tow over my GVWR. I’m not condoning it, and I would buy a 1 ton if I had it to do over again. I’ve towed over the GVWR for probably about 20,000 miles or more and my truck feels tight and new. I could afford a 1 ton, but why should I? My truck is a trouble-free, paid for cream puff. The only thing I’m guilty of is being over the GVWR from time to time by 200 lbs. normally, sometimes as much as 500 lbs. It tows like a dream while doing so also.
4. From Dpelletier –
- 1) I think you are looking for logic where there is none. There is no weak link that dictates the 8800 GVWR. Looking at the component weight ratings, the GVWR should be based on the weakest link and both the tires and rear axle can handle more, ergo the rating isn't necessarily based on anything logical.
I agree with him whole heartedly. There is no mathematical logic. I think the logic is other – I believe it is more political / sales driven. Although I’m not sure all the 8,800 lb. rules and regulations continue to exist but if they did, and if Dodge suddenly upped the ¾ ton truck rating to 9,600 lbs (for example), a lot of commercial fleet buyers may have to go buy a Ford ¾ ton that has the 8,800 lb. GVWR for a licensing and insurance cost savings.
5. Check your tire ratings like Dpelletier suggests.
6. Of all the people I’ve ever engaged in this topic, I agree with Dpelletier more than anyone. He and I seem to see pretty much eye to eye.
- JyRO
Attention: TDR Forum Junkies 
From a practical standpoint? mostly the extra two wheels. 
) I was coming south off Jellico mountain (I-75 at KY. TN. state line area). Near the bottom, I came around a bend and ALL TRAFFIC WAS STOPPED (for a tree down over the emergency lane and slow lane)! I went FULL brake pedal, and the truck stopped admirrably, even though I didn't know I didn't have it connected. 
