Payload Stickers?

https://www.google.com/amp/s/amp.rgj.com/amp/6378397001

 

What an absolute moron. That boat weighed 38k lbs. His F350 was rated to pull 21k. He was overweight by 8 tons. Nevada state law requires a Class A CDL when operating a truck and trailer with a GCWR of >26k lbs. That guy was supposed to be commercially licensed, and he was not.

 

By the looks of the charges this was considered a commercial job not a personal one. The invalid license could be anything from improper CDL endorsements to never having a driver's license to begin with. The Dude screwed up bigtime and so did whoever hired him. Curious to see what the owner of the boat knew about all this.

 

You asked for one example of a non commercial truck being charged for pulling an overweight load. I gave you one.

He was grossly overweight but where do you draw the line? 10%, 50%, 300%?

It's not like I expected anyone to say, wow, it can happen, I was wrong. Because, you know, internet.

 

Your post is in no way related to the subject at hand. Having 2k-3k in the bed of your truck compared to towing something around twice what the truck is rated for. I would agree with you. Maybe it would come into play if you tow 24k with your tundra and get into a accident. Not if you have a bed full of wet dirt.

 

Common sense ain't so common anymore. Tow what you want. I really don't care.

I believe in using the right tool for the job. Some aren't comfortable going one pound over payload. Others will drop 1200 pounds on the hitch of a truck rated for 1200 pounds, before loading the truck with hundreds of pounds of people, gear, etc. and think nothing of it.

Play stupid games, win stupid prizes.

 

I gave him exactly what he asked for. I've been married 38 years. I knew how this debate would go.

 

I think I see why you lose in all your debates lol

 

Pics from sr5 dbl cab 6.5’ bed with sport premium (so 32.2 gallon tank) and TRD convenience package.

yellow payload reduction sticker says 9lb reduction with installed options.

 

Thanks very much for posting this. Was it 4x4?

 

Descending through the mountains, pulling a load that is 2x your rating, burning up your brakes so you can't stop at the light at the bottom and killing a few people... ya, that might qualify as criminally negligent. Even if he wasn't overloaded, and the same thing happened, he'd still qualify. The door sticker doesn't absolve you.

Fact is you can pretty easily mod a Tundra to haul a 2500 lb load and handle it better than a stock 1 ton truck... and much better than all the legally loaded large RVs or trucks... so how could that be negligent?

 

Yes, 4x4. Sorry forgot to add that as a key aspect.

 

To me, the funny thing is i agree with the premise that you'll likely never be found liable for towing a few hundred pounds over payload. I just take exception to people stating opinions as facts here, on both sides.

Unless someone wants to hire some attorneys to research cases and circumstances in 50 states, it's all just speculation. I would bet money people have been sued before tho, cuz Merica.

 

Awesome, really close to the trim I'd buy, and 400 pounds more than I have now.

 

I have no expertise in legal matters. Hopefully an attorney on here can help with your question.

 

He went WAY past the point of guy in a personal truck pulling non-commercial loads. That’s the example I’m looking for. In your example, the guy was supposed to be appropriately licensed as a commercial driver. If you want a line, there it is—he was hauling a commercial load. None of us are talking about that here, and I’ve already said if you’re doing commercial work, yes you better be within your numbers at all times.

I don’t think this example applies to the Tundra driver who is pulling an 8k or 9k trailer that puts him a few hundred pounds over his payload rating because of its tongue weight. Or the guy who doesn’t tow at all but hauls several bags of Sak-Crete in his bed that puts him over his payload rating. You don’t need a CDL to do either of those things. And in your example, that dude broke the law when he entered a public roadway with a 38k lb trailer without a CDL.

 

I've spent way too much time investigating discussions of payload, and there have been zero actual cases found of someone in the US being fined or held negligent or insurance claim denied, for operating a personal vehicle over GVWR. The guy in the article you linked was nailed because his brakes failed and he killed people. He could have also been given a ticket for towing an unsafe load (without the accident), but the door sticker is not what determines this... it's judgement call from the cop for starters. But honestly he could have been towing this boat for years and never been stopped. Maybe someone with towing experience can chime in, but this trailer surely would have been designed with brakes capable of stopping it, and the truck's brakes would have been adequate for itself... so it looks like something else was wrong rather than just "being over the tow rating"... either brakes too weak on the trailer, or brake failure, or excessive speed.

Anyone can be held negligent for failing to stop and causing an accident. Ensuring that your vehicle is safe to drive is the responsibility of the driver. More here on that: https://sworgatto.com/understanding-the-risk-of-liability-involved-with-a-brake-failure-lawsuit/

"Assessing Your Brake Health Is Your Duty
Negligence by the driver is one of the most common causes of brake failure. For example, people may either not understand the symptoms of brake failure or ignore them. Sometimes, people are trying to avoid paying money for expensive repairs.

Unfortunately, ignorance of these types of symptoms is considered negligence by the law. That’s because you didn’t take steps to fully understand your vehicle and to ensure it was safe to drive."

 

I’ve looked into this a bit. In all cases, GVWR - Curb weight = payload.

 

I had to look it up, but curb weight includes a full tank of gas. For the 32.2 gallon tank version that is roughly 200 lbs of fuel.

 

I got pretty much the exact info I was looking for in this thread. I'll excuse myself now to let others that are more knowledgeable discuss payload modifications and legal liability while towing

 

That's the highest number we've seen so far. Maybe there's still hope for @Mattedfred

 

Only about 200 lbs more than I have so probably not enough for me to consider a third gen.

 

Understandable. For me 400 is a pretty good improvement, plus I just want back in a regular bed vs. the short bed.

 

One nice thing is it seems like the standard ("long") beds have a higher GVWR so they can have similar payload to the short beds.

 

That is good for the CM option. I'll go DC.

 

Right, my bad.

 

You have two different GAWRs—one for the front axle and one for the rear. Their sum is always higher than GVWR (which is your curb weight + payload) in order to give you some flexibility in how that load is distributed.

interestingly enough, here is an RV Lifestyle article arguing that a half ton, within reason, can be a better tow vehicle than a 3/4 or 1 ton even when over its payload limit because the 3/4 ton has a higher center of gravity, is far heavier for stopping and turning, and potentially has a live front axle.

https://www.rvlifemag.com/towing-half-ton-three-quarter-ton/

 

I think this number is off a double cab and not crew max. Might have something to do with it as I haven’t seen many payload stickers for double cabs. Most crew maxes have been under 1,350 that I’ve seen.

 

"With better tires and shocks, we wind up with a firmer riding truck than the standard half-ton, but still far smoother than a three-quarter tom pickup, especially one with a live front axle. At the same time, we get more controlled, precise handling, resulting in better accident avoidance capability than the three-quarter ton."

But... the sticker...

 

My guess is that the curb weight is higher because less of it is aluminum. GVWR seems to be on par with the competition for the most part.