Sorry, but it's long... I have a 1 ton dually 4x4 ETH/DEE and currently tow a 21 ft toy hauler. Well, the Mrs. and I would like to upgrade to a BIG 5th wheel version toy hauler. Since it was a 1 ton and dually with a CTD, I thought I can pretty much tow anything. Well, I looked up the 2001 towing guide from Dodge and the way I'm equipped, my GVWR is 11,000 lbs for the truck. My maximum trailer weight is 12,800 lbs and my combined weight is 20,000 lbs. The trailer I'm looking at has a dry weight of about 11,020 with a gross of 15,500. The dry tongue weight is about 2460. When I add up my gross truck weight with passengers, fuel and tongue weight, I'm still under the 11,000 for the truck. The max trailer weight of 15,500 can be dealt with by not getting near that weight, but I'm starting out with a dry trailer weight that is close to my max weight limit!!! I know the truck wouldn't have trouble towing this, but is it legal? I've heard of one person that was over weight with a trailer, lost control and killed someone on the road. Now, the CHP reported his over weight problem as negligent and is at fault. His insurance company is refusing coverage. How do all these other trucks on the road tow these large RV trailers????? The trailer I'm looking at is not the heaviest on the road and I see the heavy 40ft ones being towed by 3/4 ton trucks at times. What info does the Highway Patrol use for being unsafe or over weight? The manufacturers suggestion? Thanks... (totally confused and frustrated. )
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Overweight with 5th wheel toy hauler??? Long Post
- Thread starter Nickaru
- Start Date
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My fifth wheel puts me at a gross combined weight of 22,520#. I'm also overweight according to the 2001 factory weight ratings. I wish I wasn't but accurate scales don't lie.
In all the years I've towed RV trailers I've never seen a highway patrol officer or a state weigh scale/inspection station interested in weighing an RVer towing his own rig. I've never heard a fellow RVer report that he was stopped, inspected, or weighed. I can't swear it hasn't happened but... .....
If you are involved in a catastrophic accident that appears to a highway patrol officer to result from overloading, inadequate brakes, faulty equipment or a similar situation he could write a ticket. It would then be up to you to decide whether to hire an attorney and challenge the citation in court. You may or may not prevail.
Someone can correct me if I'm wrong but I don't think law enforcement officers have access to every manufacturer's brochure and weight rating for every brand, every year, and every equipment combination of every light truck on the road and I don't think they care. I think they use a common sense field approach to determining if we are overweight. They consider tire weight ratings to determine axle weights and the arbitrary figure of 26,000# for GCWR as their guidelines. An officer can quickly and easily add the maximum weight figures on your truck's GVWR plate and the one on your trailer. If the two numbers exceed 26,000#, he is probably going to assume you are overweight. If someone is towing a very large fifth wheel with a 3/4 ton p/u, the officer may assume (correctly) that the truck's rear axle weight and pin weight of the trailer exceed 6,084#, the total capacity of a pair of LT235/85R16 LRE tires. Some officers and some states may be more aggressive toward RVers but generally they ignore us. Many highway patrol officers are also RVers or plan to be when they retire.
I don't know what an insurance company would do to avoid paying policy limits if a policy holder is involved in an accident resulting in fatal or critical injuries. That depends on the insurance company and your history with them. Insurance companies look like large powerful entities to us but they don't always see themselves that way. I once spent a miserable year working as an adjuster for one of the big companies. We frequently paid claims we weren't obligated to pay to avoid litigation. I paid for totalled cars when the policy holder had allowed their policy to lapse weeks before the accident. Insurance companies have deep pockets and lawyers have painted targets on their corporate office doors.
I've owned RVs for many years. My trucks and trailers have always been insured by the same insurance company. I've never seen any hint from their literature or telephone agents that they are interested in weights. If I run into a loaded school bus I may quickly learn they are.
A lawsuit following a fatal or critical injury accident is an entirely different matter. Some people are driving around looking for someone with deep pockets to sue. And some lawyers will file a lawsuit against their own mother. Lawyers are like prostitutes: you can hire one to perform an immoral or illegal act if you have enough money (or if the target of the lawsuit does). One of us could be sued if pulling a 1500# pop-up tent trailer with a Cummins powered dually and had an accident.
You know the old saying: "you pays your money and takes your chances. "
Harvey
In all the years I've towed RV trailers I've never seen a highway patrol officer or a state weigh scale/inspection station interested in weighing an RVer towing his own rig. I've never heard a fellow RVer report that he was stopped, inspected, or weighed. I can't swear it hasn't happened but... .....
If you are involved in a catastrophic accident that appears to a highway patrol officer to result from overloading, inadequate brakes, faulty equipment or a similar situation he could write a ticket. It would then be up to you to decide whether to hire an attorney and challenge the citation in court. You may or may not prevail.
Someone can correct me if I'm wrong but I don't think law enforcement officers have access to every manufacturer's brochure and weight rating for every brand, every year, and every equipment combination of every light truck on the road and I don't think they care. I think they use a common sense field approach to determining if we are overweight. They consider tire weight ratings to determine axle weights and the arbitrary figure of 26,000# for GCWR as their guidelines. An officer can quickly and easily add the maximum weight figures on your truck's GVWR plate and the one on your trailer. If the two numbers exceed 26,000#, he is probably going to assume you are overweight. If someone is towing a very large fifth wheel with a 3/4 ton p/u, the officer may assume (correctly) that the truck's rear axle weight and pin weight of the trailer exceed 6,084#, the total capacity of a pair of LT235/85R16 LRE tires. Some officers and some states may be more aggressive toward RVers but generally they ignore us. Many highway patrol officers are also RVers or plan to be when they retire.
I don't know what an insurance company would do to avoid paying policy limits if a policy holder is involved in an accident resulting in fatal or critical injuries. That depends on the insurance company and your history with them. Insurance companies look like large powerful entities to us but they don't always see themselves that way. I once spent a miserable year working as an adjuster for one of the big companies. We frequently paid claims we weren't obligated to pay to avoid litigation. I paid for totalled cars when the policy holder had allowed their policy to lapse weeks before the accident. Insurance companies have deep pockets and lawyers have painted targets on their corporate office doors.
I've owned RVs for many years. My trucks and trailers have always been insured by the same insurance company. I've never seen any hint from their literature or telephone agents that they are interested in weights. If I run into a loaded school bus I may quickly learn they are.
A lawsuit following a fatal or critical injury accident is an entirely different matter. Some people are driving around looking for someone with deep pockets to sue. And some lawyers will file a lawsuit against their own mother. Lawyers are like prostitutes: you can hire one to perform an immoral or illegal act if you have enough money (or if the target of the lawsuit does). One of us could be sued if pulling a 1500# pop-up tent trailer with a Cummins powered dually and had an accident.
You know the old saying: "you pays your money and takes your chances. "
Harvey
Yep, you will be close to your GCWR with an empty trailer and you can figgure on at least 1000# + the weight of your toys. I see that you also have an exhaust brake. I believe if you are careful and you drive in a sane fashion you should be fine. As stated earlier you can be sued for anything. ( I say this because I would do it if I were in your shoes)
Fireman
Fireman
It is my understanding that the CHP is concerned with axle weights only when it comes to RV's? This may not be correct? Sounds like you are looking at the Raptor 3612? Three axles and 102 wide..... tows very stable... . much more so than the Montana I had owned. Your one ton should do just fine!
Hope this helps.
Hope this helps.
Thanks for the info. The trailers I'm looking at are the 39 ft Sandpiper Sport and the 38 ft. Weekend Warrior. I know someone with the Raptor and they are some nice units. I'm going to call CHP just to see what they look for. Can't hurt. I jut see soooo mant of these big toy haulers and wonder what can pull them legally? 
You could alter the toyboxes you are considering, I know there is a lot to consider. I've got a 38' Forest River Work & Play showing up next week. It's supposed to be 9500 empty, I'll weigh it next week. It's more of a car hauler with living quarters, built like a tank. Near as i can tell the weight savings comes from being 9. 5' tall rather than 12. 5' tall- that and laminate counters rather than corian
If one adds the GVWR of the truck to the GVWR of the trailer, the result is pretty meaningless. The reason is that a typical 5th wheel puts 20% or more of its weight on the truck, so the pin weight is being counted twice. Let me give you an example using my rig:
Truck GVWR - 10,500 lbs (2WD)
Truck GCWR - 21,500 lbs (4. 10 axle)
Truck GAWR, Front - 4,500 lbs
Truck GAWR, Rear - 7,500 lbs
Trailer GVWR - 16,000 lbs
Trailer GAWR - 7,000 lbs per axle x 2 axles = 14,000 lbs
Now, if I add truck GVWR (10,500 lbs) to trailer GVWR (16,000 lbs), then I'm at 26,500 lbs combined GVWR.
However, assume that both truck and trailer were loaded to their maximum GAWRs. 4,500 lbs + 7,500 lbs + 14,000 lbs = 26,000 lbs.
The actual laden curb weight (LCW) of the truck, however, is 7,620 lbs. If the trailer were loaded to its maximum GVWR of 16,000 lbs (which it's not), then we're at a GCW of 23,620 lbs.
So, which one governs???
Rusty
Truck GVWR - 10,500 lbs (2WD)
Truck GCWR - 21,500 lbs (4. 10 axle)
Truck GAWR, Front - 4,500 lbs
Truck GAWR, Rear - 7,500 lbs
Trailer GVWR - 16,000 lbs
Trailer GAWR - 7,000 lbs per axle x 2 axles = 14,000 lbs
Now, if I add truck GVWR (10,500 lbs) to trailer GVWR (16,000 lbs), then I'm at 26,500 lbs combined GVWR.
However, assume that both truck and trailer were loaded to their maximum GAWRs. 4,500 lbs + 7,500 lbs + 14,000 lbs = 26,000 lbs.
The actual laden curb weight (LCW) of the truck, however, is 7,620 lbs. If the trailer were loaded to its maximum GVWR of 16,000 lbs (which it's not), then we're at a GCW of 23,620 lbs.
So, which one governs???
Rusty
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"I've heard of one person that was over weight with a trailer, lost control and killed someone on the road. Now, the CHP reported his over weight problem as negligent and is at fault. His insurance company is refusing coverage. How do all these other trucks on the road tow these large RV trailers????? "
*I* have never seen ANY reliable info suggesting that a truck's Gross COMBINED Weight Rating (GCWR) *superceeds* it's Gross VEHICLE Weight Rating (GVWR)
As I understand the law and vehicle ratings, it's more a case of whichever come FIRST - thus, IF it hit my GVWR at a point BEFORE I hit my GCWR - it's all over! Makes NO difference if I still have 4 tons of GCWR left, if I'm at my CVWR, that's IT!
In my case, towing our loaded 24 foot Kit 5er, I have a tongue weight of 1200 pounds - add the weight of a 50 gallon in-bed fuel/tool box and other incidentals, and I am already right at the GVWR of my truck, even though the COMBINED weight of my setup is UNDER 15,000 pounds!
HOW do owners "get by" with larger trailers and loads? Easy - they LIE to themselves, and offer up long lists or rationalizations and guesses as to what the law states or expects of owners - as some above in THIS thread have done! There's no NEED to guess what is legally expected or required - all ya hafta do is stop a patrol officer, or swing into a roadside patrol weigh station and ASK an officer what you can legally tow with your truck - that totally eliminates guesswork OR feeble rationalization and excuses!
But very FEW owners will DO that, because they really don't WANT to know the truth!
*I* have never seen ANY reliable info suggesting that a truck's Gross COMBINED Weight Rating (GCWR) *superceeds* it's Gross VEHICLE Weight Rating (GVWR)
As I understand the law and vehicle ratings, it's more a case of whichever come FIRST - thus, IF it hit my GVWR at a point BEFORE I hit my GCWR - it's all over! Makes NO difference if I still have 4 tons of GCWR left, if I'm at my CVWR, that's IT!
In my case, towing our loaded 24 foot Kit 5er, I have a tongue weight of 1200 pounds - add the weight of a 50 gallon in-bed fuel/tool box and other incidentals, and I am already right at the GVWR of my truck, even though the COMBINED weight of my setup is UNDER 15,000 pounds!
HOW do owners "get by" with larger trailers and loads? Easy - they LIE to themselves, and offer up long lists or rationalizations and guesses as to what the law states or expects of owners - as some above in THIS thread have done! There's no NEED to guess what is legally expected or required - all ya hafta do is stop a patrol officer, or swing into a roadside patrol weigh station and ASK an officer what you can legally tow with your truck - that totally eliminates guesswork OR feeble rationalization and excuses!
But very FEW owners will DO that, because they really don't WANT to know the truth!
Actually, Gary, the reason I posted all the above is that some states evaluate truck/trailer rigs by the combined axle weight ratings. The maximum the rig can weigh is defined by the sum of the GAWRs, and no individual axle can be over its applicable GAWR. Generally speaking, manufacturers' GCWRs are not available to the inspecting officer since they're not on any stickers on the vehicles.Gary - K7GLD said:
Rusty
Perhaps Rusty - but the same principle still applies, once the axle ratings are hit, that's STILL it - and I *seriously* doubt very many 3/4 or 1 ton truck currently towing 33 foot 5ers in the 12,000 lb class are anywhere NEAR the proper ratings for their truck axles...
And I ALSO suspect very FEW of the senior citizens making wild assumptions, and herding 20,000+ pound guided missles down the mountainsides have ever run their loaded setups across the scales to actually SEE what their rigs are seeing in loaded axle weights...
WHAT is the typical unladen load for the rear axle of a stock (no added bed hardware) 2nd or 3rd generation 1-ton Dodge/Cummins?
What would the tongue weight be for a 12,000 pound 5er, even in DRY weight? (CLUE: most towing recommendations call for 15-20% of a 5er weight to be on the hitch)
What IS 20% of 12,000 lbs?
Then add in fuel, water, hitch weight plus any other incidental bed cargo, various normal cargo and passengers, and... .
And I ALSO suspect very FEW of the senior citizens making wild assumptions, and herding 20,000+ pound guided missles down the mountainsides have ever run their loaded setups across the scales to actually SEE what their rigs are seeing in loaded axle weights...
WHAT is the typical unladen load for the rear axle of a stock (no added bed hardware) 2nd or 3rd generation 1-ton Dodge/Cummins?
What would the tongue weight be for a 12,000 pound 5er, even in DRY weight? (CLUE: most towing recommendations call for 15-20% of a 5er weight to be on the hitch)
What IS 20% of 12,000 lbs?
Then add in fuel, water, hitch weight plus any other incidental bed cargo, various normal cargo and passengers, and... .
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As I posted above, 7,500 lbs GAWR for my 2002 3500 dually. I don't have the weight ticket in front of me, but at laden curb weight conditions of 7,620 lbs, actual rear axle loading is between 3,200 and 3,300 lbs, leaving some 4,200 to 4,300 lbs of GAWR capacity unused.Gary - K7GLD said:
Rusty
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We were posting at the same time - I clarified my earlier post, but you answered it even with my update... 
NEXT question is, My '02 has a DC GVWR of 8800 pounds - and the truck's normal weight - half tank of fuel and no passengers - is 7000 lbs, suggesting an added 1800 pounds load carrying capacity, regardless of individual axle capacities - how does THAT fit into the GVWR/GCWR mix...
NEXT question is, My '02 has a DC GVWR of 8800 pounds - and the truck's normal weight - half tank of fuel and no passengers - is 7000 lbs, suggesting an added 1800 pounds load carrying capacity, regardless of individual axle capacities - how does THAT fit into the GVWR/GCWR mix...
That's what I'm wondering as well. If the Texas DPS folks weigh me like a hotshot rig, then they are going to go by individual axle weights versus ratings (GAWR's and tire load ratings). In that case, the GVWR/GCWR doesn't come into play.Gary - K7GLD said:
Having said that, I'm fully aware that civil law is something else entirely. A good plaintiff's attorney is going to drag out every rating that benefits his/her client. In that case, manufacturer's GVWR and GCWR could certainly be the basis for a claim of contributory negligence or worse!
Rusty
I'd have to agree with Gary, as far as people trying to kid them selves about what they can safely tow. I just called the CHP comerical office here in So Ca and got a recording, I plan on doing a little research here for the Ca members.
But I would like to add that I am in awh
to see some of the trucks that are so overloaded I can't believe it. Shame on the owners that are not buying enough truck, or buying to much trailer for their tow vech's. With the introduction of the Toy Hauler it's never been a bigger problem than now. These people are giving the people that are doing the research a bad name when there is an accident.
I'll give you an eaxmple near my camp at red mountain ca near Ridgecrest over Thank giving weekend I saw a F-250 lifted with 33 BFG's SRW pulling a 40' three axel weekend Warrior loaded with a buggy and four quads. Can you imagine the salesman telling this poor fool "sure you can pull this baby". This has to end before these Idiot's ruin it for the rest of us.
I know this probably will make some members mad but it has to stop sometime I will get back when I get more rules as to lengths and weights for the state of Ca.
05 3500 4X4 Laramie DRW 325/610 4:10's 6spd new on 10/30/04 23K GCWR
Sold 99 3500 4X4 SLT Laramie DRW 4:10's ATS trans w/VB TC Comander Auto Meter AFE 21K GCWR
99 30' Terry Toy Hauler 10K(weighed) 12K GVW
But I would like to add that I am in awh
to see some of the trucks that are so overloaded I can't believe it. Shame on the owners that are not buying enough truck, or buying to much trailer for their tow vech's. With the introduction of the Toy Hauler it's never been a bigger problem than now. These people are giving the people that are doing the research a bad name when there is an accident. I'll give you an eaxmple near my camp at red mountain ca near Ridgecrest over Thank giving weekend I saw a F-250 lifted with 33 BFG's SRW pulling a 40' three axel weekend Warrior loaded with a buggy and four quads
. Can you imagine the salesman telling this poor fool "sure you can pull this baby". This has to end before these Idiot's ruin it for the rest of us. I know this probably will make some members mad but it has to stop sometime
I will get back when I get more rules as to lengths and weights for the state of Ca. 05 3500 4X4 Laramie DRW 325/610 4:10's 6spd new on 10/30/04 23K GCWR
Sold 99 3500 4X4 SLT Laramie DRW 4:10's ATS trans w/VB TC Comander Auto Meter AFE 21K GCWR
99 30' Terry Toy Hauler 10K(weighed) 12K GVW
NIsaacs
TDR MEMBER
What "Gary" says is good info if you want to go by the book (the factory tow guide for each year and model) and thats ok. However I say they are mostly bogus, they go up every year, with very little or no change in the truck. My door sticker says my rear GAWR is 6,084 lbs with 245/75Rx16 load range E tires, but my vehicle ID spec. sheet in the jockey box says it's 8,000 lbs. So can I not install bigger & heavier tires and up that 6,084 GAWR? I say heck yes!!! I also say I can take any year Cummins powered 1-ton dually, with a good tandem axle dually trailer, license it for 26,000 lbs and haul all 49 states and Hawaii ( if I ride a boat over) and be legal. I will also say that in the not too distant future, we will see this type of rating on the books. Again with very little change in the trucks
"NICK"
"NICK"
I went out and looked at the GAWR on my truck, 5200 front and 6084 rear. If GVW was calculated like a big truck GVW would be 11284. The GCWR is not listed on the vin plate.
For whats its worth my experience with dot is they only care about axle weights and your registered weight. In Massachusetts at least dot cannot bother you unless your commercial. I have been pulled over in big trucks registered as antiques that would fail a dot inspection and been sent on my way because they cannot pull me over for a random inspection.
For whats its worth my experience with dot is they only care about axle weights and your registered weight. In Massachusetts at least dot cannot bother you unless your commercial. I have been pulled over in big trucks registered as antiques that would fail a dot inspection and been sent on my way because they cannot pull me over for a random inspection.
Shades of Grey:
- If you want as little risk as possible, never exceed the tire capacity, GAWR's, GVWR's or GCWR's of the tow vehicle or trailer, drive safely and never exceed the speed limit. This is black and white; none of the above should be exceeded in an ideal situation and you've controlled your risk as much as possible. Manufacturer's warranties, safety, tickets and legal liability in various degrees and combinations can potentially become an issue when any of the above are exceeded. Laws vary from country to country and enforcement varies from state to state to province, etc. You need to find out those issues in any area you live or intend to travel in if you really want to be aware of what your risks may be.
Most of us are comfortable with a a certain level of risk, but that comfort level varies from person to person. Myself, I like being within all of the ratings mentioned previously, but I consider the order of importance to be as follows;
- 1) tire ratings
- 2) GAWR's
- 3) GVWR's
- 4) GCWR's
Personally I will never knowingly exceed the tire max weight ratings or the GAWR's for any highway travel. I will do my best to stay under the GVWR, but if I am within say, 10%, I feel reasonably comforable. The GCWR is less important to me and although I have never towed anything that would put me anywhere near my GCWR of 21,000 lbs, I wouldn't be too concerned with going 5 - 10% over depending on the equipment and circumstance.
Other issues come into play as far as towing stuff safely goes too; an exhaust brake can really help when towing near GCWR in hilly conditions, a 5er is more stable than a bumper pull, a DRW is more stable than a SRW, its better to have a heavier and longer tow vehicle instead of a shorter or lighter one, etc. etc.
The people living closer to the edge IMO are the ones with minivans towing trailers, 1/2 tons towing 7,000 lb + trailers, and lifted 3/4 tons with huge tires towing triple axle bumper pulls weighing 16,000 lbs.
Nickaru, I'd feel comfortable towing your proposed trailer with your truck with good load range E tires aired up properly and an exhaust brake, but it's all shades of grey.
Dave
- If you want as little risk as possible, never exceed the tire capacity, GAWR's, GVWR's or GCWR's of the tow vehicle or trailer, drive safely and never exceed the speed limit. This is black and white; none of the above should be exceeded in an ideal situation and you've controlled your risk as much as possible. Manufacturer's warranties, safety, tickets and legal liability in various degrees and combinations can potentially become an issue when any of the above are exceeded. Laws vary from country to country and enforcement varies from state to state to province, etc. You need to find out those issues in any area you live or intend to travel in if you really want to be aware of what your risks may be.
Most of us are comfortable with a a certain level of risk, but that comfort level varies from person to person. Myself, I like being within all of the ratings mentioned previously, but I consider the order of importance to be as follows;
- 1) tire ratings
- 2) GAWR's
- 3) GVWR's
- 4) GCWR's
Personally I will never knowingly exceed the tire max weight ratings or the GAWR's for any highway travel. I will do my best to stay under the GVWR, but if I am within say, 10%, I feel reasonably comforable. The GCWR is less important to me and although I have never towed anything that would put me anywhere near my GCWR of 21,000 lbs, I wouldn't be too concerned with going 5 - 10% over depending on the equipment and circumstance.
Other issues come into play as far as towing stuff safely goes too; an exhaust brake can really help when towing near GCWR in hilly conditions, a 5er is more stable than a bumper pull, a DRW is more stable than a SRW, its better to have a heavier and longer tow vehicle instead of a shorter or lighter one, etc. etc.
The people living closer to the edge IMO are the ones with minivans towing trailers, 1/2 tons towing 7,000 lb + trailers, and lifted 3/4 tons with huge tires towing triple axle bumper pulls weighing 16,000 lbs.
Nickaru, I'd feel comfortable towing your proposed trailer with your truck with good load range E tires aired up properly and an exhaust brake, but it's all shades of grey.
Dave
All of you have valid points and I have been racking my brains on how to figure the numbers out. I called the CHP weight station in Castaic and he told me that if they think someone is over weight, they will check axle weight on the tow vehicle and trailer. Also the tires on the vehicles, to make sure they are sufficient for the load. The important numbers seems to be on the door post: Axle weight and GVWR. If I purchase this 39 ft trailer which really measures out to 37. 6, I will be under my GVWR and axle ratings for both truck and trailer, but I will be over my max weight pulling for the trailer as Dodge recommends (12,300 +-). I'm still trying to figure out the Gross combined weights. Rusty stated, 20% of the trailer weight is in the truck, so do you subtract that from the trailer? My GVWR is 12,000 plus I'm going to guess at 14,000 for the trailer. This will equal a combined weight of 26,000 minus the hitch weight of about 2600 and that would be around 24,600. Dodge says my max combined is 20,000. Dodge numbers just seem too low. I looked up a 2004 Chevy 1 ton dually and they say their max trailer weight is 16,400, compared to my dually with 12,300 max trailer weight! Someone else stated that just having the 4. 10 gears will push my max to 14,600? That's a performance issue, not safety! I might just keep my tiny 21 footer and call it safe.
One other thing. If I try to stay under all ratings to be safe, I'll be looking at a 26 or 27 foot 5'er. That doesn't sound right with a 1 ton dually! I just want to make a one time upgrade on the toy hauler from the one I currently have and that's why we were looking at a long one, room for a possible future sandrail.
Here is a little reality. Your right, you never see a CHP or State Trooper pulling over to weigh an RV. They don't have the time or the resources (or interest) to do this. If there is a check, it will be your axle weight on your tires. Easy stuff. If your over, you get cited. CA used to have a 10% grace weight on the load, but if you went over it, you lost the 10% and it all counted against you. That has been a while, and I'm not sure if it still applies or not. HOWEVER, that is everyday business, not if there is a problem like a crash. Then all bets are off, and the sky is the limit if the agency is trying to prove fault in some major crash. If they figure that criminal neglegence is present, things get real serious. Bottom line... . be safe, it's more important to travel safely than living fast. I sold my 01' with 44K on the clock and went for the new dually with 23,000 GCWR to cover my next step up in rv size. You will be happy that I did if it's me following you down that mountian grade someday... ... ...
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