So confused

[RVRunners]

That yellow sticker is just for registration porpoises. If a truck is 10,001 they they classify a truck differently in some states. So for a general rule the classify F250 and F350 with the same 10,000 GVW. Whats important is the axles. There is a white sticker and on that sticker is the axle load. If you don't exceed that than you are golden. Semi truck can carry way more than 80,000 pounds but are limited by state law and to carry more than that you need a special license or a permit.
When I got my truck and hooked it up to my truck it had some sag and I added air bags to level the truck. What that did was re balance the weight back to the front tires and lowered my headlights for safety.
Now you will be at the max for combined gross vehicle weight CGVW. I believe my truck weight about 8,000 pounds and CGVW on a F250 is 23,500. So trailer is max load 16,800 plus 8,000 for the truck = 34,000 pounds total weight. There is where you are over. A DRW ranges from 31,900 to 40,000 depending on rear gear.
I hope this clears it up for you.
I have a F250 and my max length for a trailer is 36'

If an F350 has a sticker with GVWR listed at 10K it is a de rated truck. My last truck was a SRW F350 with a GVWR of 11,500#. We had a F350 SRW service body truck in our business that had a GVWR of 10,800. You are right about the 10,001# upping your registration in certain states as that puts the truck in class 3 - (10,001-14,000#) so F350. Class 4 is 14,001-16,000# so F450, however, I have camped around folks with F450’s with the pickup box that have a de rated sticker showing GVWR as 14,000# same as my DRW F350. Definitely to keep registration cost down. I’m glad I live in Indiana they don’t (at least at the moment) beat us up over these higher weight class trucks. We have an F550 platform body truck in our business with a GVWR on the sticker of 19,500# (Class 5) and it cost just a bit more to register than my F-350 DRW. We even have it registered as Class 6 (26,000# GVWR) as Indiana’s truck plates go from 11K to 16K to 26K with no other offerings between those weights. Since class 5 is 16,001-19,500# they lumped class 5 & 6 together. Rates are so reasonable it doesn’t really make a difference.

[phonemannn]

If an F350 has a sticker with GVWR listed at 10K it is a de rated truck. My last truck was a SRW F350 with a GVWR of 11,500#. We had a F350 SRW service body truck in our business that had a GVWR of 10,800. You are right about the 10,001# upping your registration in certain states as that puts the truck in class 3 - (10,001-14,000#) so F350. Class 4 is 14,001-16,000# so F450, however, I have camped around folks with F450’s with the pickup box that have a de rated sticker showing GVWR as 14,000# same as my DRW F350. Definitely to keep registration cost down. I’m glad I live in Indiana they don’t (at least at the moment) beat us up over these higher weight class trucks. We have an F550 platform body truck in our business with a GVWR on the sticker of 19,500# (Class 5) and it cost just a bit more to register than my F-350 DRW. We even have it registered as Class 6 (26,000# GVWR) as Indiana’s truck plates go from 11K to 16K to 26K with no other offerings between those weights. Since class 5 is 16,001-19,500# they lumped class 5 & 6 together. Rates are so reasonable it doesn’t really make a difference.

Yep 14k on my F350 DRW. but I can register it for whatever I want weight wise. Just pay the graft! I mean the registration.

[Jerryr]

Say you put a load of dirt in the back of the truck and it sags does it not steer very light in the front? Thats because of all the weight transferred from the front to the back. So if you have air bag it stands to reason that If you push the back up than some of that load is put back on the front wheels. Now you still have the same truck with a load in the rear but it will steer better. I am not saying that all the load is transferred to the front but it will level out the load better.
A weight distribution hitch transfers some of weight to the trailer not to the truck.

Your understanding of the physics is not correct.

Pulling from memory from my last college physics class over 50 years ago I don’t think think the physics has changed.

Unless the weight (force) is applied forward of a fulcrum (rear axle) there will not be any additional weight (force) forward of the fulcrum. So adding air bags at the fulcrum does nothing to shift weight from rear axle to the front tires/axle, nor does it move the fulcrum.

You can verify that no additional weight is distributed to front tires when air bags are aired up. Just measure height of front wheel-well with and without air in the bags. It will be the same.

A travel trailer attached to a standard “bumper” hitch applies the additional weight well behind the rear axle fulcrum. That will definitely lighten the weight on the front tires.

As far as a weight distribution hitch works, it redistributes some of the weight that’s on the rear axle to BOTH the trailer axle AND the trucks front axle.

Here’s a graphic of actual axle measurements from a YouTube video with and without a WD hitch. https://youtu.be/XBZu39pQ8Gg You can see when a WD hitch is set up the front axle weight increased 250 lbs, the truck rear axle weight decreased 375 lbs and the trailer axle increased 150 lbs.

[The Bone]

I never went to physics class. But I can tell you that if you put enough weight in the bed the steering will get light. But if you level out the load than your steering will become better. it only makes sense.
But hay you went to physics class and I only have real world experience.

[NordicNevs]

Mass (the weight in your bed/hitch+truck) impacts angles of a lever (your truck frame) based on where it is positioned

Independent of where it’s placed the mass is acting on the lever with an additional downward force. This is a force that’s now upon the entire system (your truck and what your hauling or towing)




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[phonemannn]

The rear axle is the fulcrum. Anything behind the fulcrum, acts on the other end, in this case, the front. And the more weight behind the fulcrum, and the further it is away from the fulcrum, the more it effects the other end, the front. Simple.....And the more weight on the front acts to make the back lighter. That is why a long bed 4 door truck pulls a pull trailer better then a 2 door short bed truck. More weight on the front of the fulcrum...AND why a heavy diesel engine is better as well... BUT the more weight on the front, puts more weight on the fulcrum, the rear axle. And springs....and tires....
The pin on a fifth wheel should be in front of the fulcrum. A 500 lb hitch weight pull trailer puts much more upwards force on the front then a 2000 lb pin weight of a fifth wheel. Spring bars try to put more weight off the rear and distribute to the front. Ingenious IMO.


EDIT:
I am a dumbass. I meant the axle is a pivot point, not a fulcrum. Sorry....
The truck is the fulcrum...

[Brother_Bluto]

You will likely be pushing a 3400# pin weight or more when you are fully loaded. Add people, hitch, stuff, etc into it. For me, it would be a dually for the numbers, stability and also fixes any upgrade paths in the future. I'd think a 1T gasser would fit into the number zone however.

[frank4711]

Yep ... that is a big 5ver .... there are 1000's of 2500 Diesel trucks out there over weight ... that truck can pull it but does not have the payload ... need a bigger truck I know I have been there never again .... best of luck

[Wicked ace]

Dually would be my choice.

With the OP's rig I'd choose a Freightliner.

[Jquillen]

Just purchased a 382wb solitude. My TV is an f250 with airbags. So much math involved. Why can't there be an easy button... I know I can tow it. But how far overloaded am I? And does anyone else do this?

Update: I upgraded the TV.. 2020 f350. But stuck with SRW..... I know, I know... the DRW would be better and have more room for growth. But it is still an every-day driver. Thank you all for your input...