Illinois -- 3 or 4 axle RGN trailer?

Let me rephrase that... it's been a couple years, so I might have his wording wrong... but if a pinto rear ends you, and your 12k steer axle, that you loaded to 20k fails... you have a pretty big problem on your hands.

 

To an extent, we do know that if you’re involved in an accident that’s not your fault but you’re out of hours on your log you’ll still be in trouble because you shouldn’t have been there.

 

The biggest reason I won't put big tires on a 14,600, or 20,000 lbs frontend is the spindels and bearing are not designed for it .
I known lots of guys that do hauling gravel and logs but I don't think it's right .
I think it's a matter of time before failure.
Now you all can tear into that with your own opinions , cause what do I know .

 

On a 14,600 front end ok I can kinda get that (provided you could get that much up there) but a 20,000 is fine. They come factory that way.

 

I was talking about a 12,000 front end and putting the bigger tires on and just pretending you have a 20,000 front end .
Alot of guys do that .
I don't have a problem with using a 14,000 or 20,000 front for what it was built for .

 

Oh ok, you said something different so I was curious

 

Sorry that was my fault

 

I find this odd to say the least. My w9 rolled off the line with a 13.2k front axle, but the factory steers were G rated to 12.3k. So when I went to a H rated tire in the same size my tire rating went to 14,160. I have a hard time finding logic in the axle not being about to handle an additional 960lbs...

Same with the drives, rated at 20k each on the door sticker, but the factory tires are rated at 23k per axle. Is there really that much more stress for failure on the differential with 6k lbs?
It really cant be, the CPL(critical parts list) for my driveline is strong enough to run my engine up to 605hp and 2250tq. Same as the CPL for the trucks built with 46k and 52k axles.

 

Compare the axle housings on a 40/46/52 axles and you'll see the difference. Internal parts that take the motor torque might be the same. The springs, housings, bearings, and hubs are what actually have to hold the weight and they are bigger.

The frame of the truck will also usually be stronger. When I load 20/46 on my truck the fifth wheel is about 3 ft ahead of the front drive. I only have a tall/thick single frame and there's about 3-4 inches of deflection from where the fifth wheel sits to each end.

Some states will check your door stickers to verify your axle ratings regardless of what tires you have on there. They can void your permits for exceeding the ratings.

It's not about the static weight on the truck sitting still. You have to keep in mind the extra force put into the axles/tires when you hit a rough spot in the road. The engineers designed the axles to handle a certain amount of weight with a safety factor to account for the dynamic loads that happen with a moving vehicle.

I have 46K rears with 52K of tires and have loaded up to 65K on my drives. It was for a in plant move that was too tight to use my multi axle so I had a 117K piece on a 3 axle flatbed. I would never go down the road like that but creeping along at a few mph for 500 feet wasn't putting any of those shock loads onto it.

 

Deflection?