Payload affected by larger tires???

[GuidoTheGuide]

Maybe my old gray matter is failing me, but my logic circuits are not computing on this one.

I've read several comments referring to larger/heavier tires reducing the available payload, and I'm having a hard time understanding this line of thinking, so maybe someone can enlighten me.

The tires are not being carried on the truck, the truck is riding on the tires, so the available payload should not be affected, because payload is what's carried in/on the truck, yes/no/maybe?

Also, can someone explain to me how the WD/Anti-sway hitch puts some of the tongue weight back on the trailer, and what is the average amount of weight that goes back to the trailer, either in lbs or percentage.

Thanks!

[Second Chance]

Unless you go lower with the actual tire load rating (something you would never want to do anyway), tires do not affect payload numbers - they are unsprung weight (not on the chassis/springs). Conversely, putting higher load range tires on your RV won't increase the payload numbers on the sticker on the side of the trailer, either. Those are set in stone by the manufacturer based on a number of different factors.

Rob

[GuidoTheGuide]

Unless you go lower with the actual tire load rating (something you would never want to do anyway), tires do not affect payload numbers - they are unsprung weight (not on the chassis/springs). Conversely, putting higher load range tires on your RV won't increase the payload numbers on the sticker on the side of the trailer, either. Those are set in stone by the manufacturer based on a number of different factors.

Rob

Thank you, that's my take on it as well.

[jkwilson]

Payload isn’t just based on suspension capability. Brakes and drivetrain play into it as well. GVWR doesn’t change, so anything that adds weight anywhere reduces payload.

[jw^2 family]

Let's say the safety compliance certification label (sticker at driver's side door) lists your truck's gross vehicle weight rating (GVWR) as 10,000 lbs. Then let's say the actual gross weight of your truck as it rolled out of the factory is 7,000 lbs. That means you can carry 3,000 lbs. of passengers and cargo before you exceed your truck's rating.

Now let's say you swap out your factory tires and wheels for larger ones that each weigh 50 lbs. more than stock. That extra 200 lbs. of tires/wheels counts towards your truck's gross vehicle weight. So the gross weight of your truck has increased to 7,200 lbs. which means now you can only carry 2,800 lbs. of passengers and cargo before you exceed your truck's GVWR.

Even if the replacement tires and wheels are rated for higher capacities than the stock counterparts, and even if it seems logical that your truck should be able to carry more weight with those higher rated components, the gross rating listed on safety compliance certification label doesn't change. And that's how you could loose payload by swapping to larger tires.

[Redapple63]

Essentially, dithers have stated, unless the tire weight rating is changed, then the payload would change. With that said, changing tire size if aggressive, WILL affect your final drive ratio and could have detrimental changes to drive ability. Something to keep in mind.

Bill

[Hoopy Frood]

Let's say the safety compliance certification label (sticker at driver's side door) lists your truck's gross vehicle weight rating (GVWR) as 10,000 lbs. Then let's say the actual gross weight of your truck as it rolled out of the factory is 7,000 lbs. That means you can carry 3,000 lbs. of passengers and cargo before you exceed your truck's rating.

Now let's say you swap out your factory tires and wheels for larger ones that each weigh 50 lbs. more than stock. That extra 200 lbs. of tires/wheels counts towards your truck's gross vehicle weight. So the gross weight of your truck has increased to 7,200 lbs. which means now you can only carry 2,800 lbs. of passengers and cargo before you exceed your truck's GVWR.

Even if the replacement tires and wheels are rated for higher capacities than the stock counterparts, and even if it seems logical that your truck should be able to carry more weight with those higher rated components, the gross rating listed on safety compliance certification label doesn't change. And that's how you could loose payload by swapping to larger tires.

That's a good description of why many people only pay limited attention to the GVWR of a truck. Many of the ratings are for licensing reasons, and have little to do with real world capacity. JMO of course.

[Dreamin’ Dreamers]

Unless you go lower with the actual tire load rating (something you would never want to do anyway), tires do not affect payload numbers - they are unsprung weight (not on the chassis/springs). Conversely, putting higher load range tires on your RV won't increase the payload numbers on the sticker on the side of the trailer, either. Those are set in stone by the manufacturer based on a number of different factors.

Rob

True, but a higher load rated trailer tire certainly provides an increase in mental comfort.

[traveldawg]

Maybe my old gray matter is failing me, but my logic circuits are not computing on this one.

I've read several comments referring to larger/heavier tires reducing the available payload, and I'm having a hard time understanding this line of thinking, so maybe someone can enlighten me.

The tires are not being carried on the truck, the truck is riding on the tires, so the available payload should not be affected, because payload is what's carried in/on the truck, yes/no/maybe?

Also, can someone explain to me how the WD/Anti-sway hitch puts some of the tongue weight back on the trailer, and what is the average amount of weight that goes back to the trailer, either in lbs or percentage.

Thanks!

It looks like you second question got overlooked....
A Wight Distribution (WD) hitch distributes the tongue weight of your trailer between the rear and front axels of your truck. It does not transfer any weight back on the trailer.

A WD hitch is used to move some of the weight that would all be on the rear of your truck and move it to the front. If you don't transfer some weight to the front of the truck then the front becomes light and it can effect steering as well as how well your truck handles the weight on it.

When you hear about percentages of weight it is generally in reference to the percentage of the trailer weight that is on the tongue. I think it is suppose to be at least 15%. They only way to know is to weight just the trailer to get the weight on the trailer axels and the weight on the tongue.

Hope this helps.

on edit - this post should pretty much be disregarded; read on for a better explanation from huntingdog. I'll leave the post here tho so as not to interrupt the ongoing discussion.

[Riverbug]

So did the question about payload get answered correctly? Larger rims and tires add weight to the vehicle which adds to the Gross Vehicle Weight, in turn that reduces the amount left available to carry things without exceeding the Gross Vehicle Weight Rating.

When I took my truck and trailer to Smart Weigh last year, we were 200lbs over the GVWR with the trailer attached. I was carrying hardly anything in the bed of the truck. I thought it couldn't possibly be correct. But then I realized that I added lots of weight when I bought the truck during my mid-life crisis in 2004, by upgrading the suspension, lift kit, larger rims/tires, air bags, fiberglass tonneau cover, etc... So, not surprising after all that I would be overweight for that old buggy.