Re: Why's it called a 2 ton???
 

Yep

Re: Why's it called a 2 ton???
 

Yeah, you can't add the front and rear axle ratings together to get the GVW.

I think my old C-50 was only 16K GVW but it's long gone now. Not sure how that was calculated, but it just had a 305 V-6 and a 4 speed so that might have figured into it. I'm not going to say how much I hauled with it and the pole trailer since I never had the rig weighed, but I'm pretty sure it was up in the 20K+++ range ;)

Re: Why's it called a 2 ton???
 

THE ROLE OF GVWR AND GCWR IN SPECIFYING WORK TRUCKS
By Bob Raybuck, NTEA Director of Technical Services

This article was published in the February 2018 edition of NTEA News.

Often, gross vehicle weight rating (GVWR) and gross vehicle weight (GVW) are thought to be the same, but they are not. A truck’s GVWR is the maximum weight rating established by the chassis manufacturer. GVW is the total weight of the truck and payload at a point in time.

There’s a common misconception that a truck’s GVWR is determined by adding gross axle weight ratings (GAWRs) together for all axles. Although this was a common way of calculating GVWR many years ago, it’s no longer an accurate method. The chassis manufacturer task of establishing a vehicle GVWR is much more difficult today due to advancement of safety system standards and how vehicles meet these requirements. This is why many trucks have a GVWR much lower than the combined axle ratings. It is not uncommon for a truck with a GVWR of 19,500 pounds to have a front axle rated at 7,500 pounds and a rear axle rated at 14,700 pounds. Safety standards that apply to braking, vehicle stability, and chassis manufacturer internal standards for durability, dynamic stability and handling can restrict GVWR even though the sum of the axle ratings exceeds 22,000 pounds. In this instance, the OEM set the GVWR at 19,500 pounds based on test results and vehicle dynamic performance to ensure a safe, reliable truck.

A specific vehicle’s GCWR is based on parameters established by chassis manufacturers. The manufacturer makes an assessment in accordance with SAE International test protocols, determining maximum GCWR. Additionally, the OEM runs stringent tests based on internal requirements which may include testing total GCWR braking capability using only the towing vehicle chassis braking system. GCWR is the total weight of the truck pulling the trailer and the trailer itself. The truck chassis dictates proper GCWR for safe operation of the combination truck and trailer.

When end users and fleets are looking to either purchase or specify the proper chassis for their needs, different driver qualifications and regulations are part of the process. A key driver qualification is the commercial driver’s license rule, better known as CDL. Many fleets prefer to specify their chassis in a way that allows drivers without a CDL to operate their vehicles. Federal CDL requirements help clarify what’s considered a non-CDL truck and how GVWR comes into play. Each individual state may have more stringent CDL licensing requirements.

However, every state must follow federal requirements as a baseline. One element in federal CDL operator requirements is a vehicle’s GVWR. The federal requirement specifies that, when a vehicle has a GVWR of 26,000 pounds or less, the operator does not need a CDL. However, this does not mean the truck GVW can be loaded above the GVWR of 26,000 pounds and operated by a non-CDL driver. Federal requirements state the GVW must, in addition, be 26,000 pounds or less. CDL requirements become more confusing when the vehicle is towing a trailer.

more:http://www.ntea.com/NTEA/Member_bene...rk_trucks.aspx


one possibility is they wanted to keep the truck under cdl class ratings.

Re: Why's it called a 2 ton???
 

In 1965 they didn't list GCVW on the rating plate ;)

Re: Why's it called a 2 ton???
 

So not to be confused, there are GVW's, GVWR's and GCVW's.

No confusion there, lol.

Re: Why's it called a 2 ton???
 

I wasn't confused. I just meant that technically there was no stated limit from GM as to how much I could tow with my truck ;)

The truck as I recall was 16K GVWR but I'm guessing that I often ran 20-25K combined with the truck, loader, bolster, trailer, and logs.

Re: Why's it called a 2 ton???
 

^^^You'd be outta your darn mind if you tell me that these guys paid a single iota of attention to the GVW plate :D

http://tjswoodshop.com/yahoo_site_ad...9.47170050.jpg

Re: Why's it called a 2 ton???
 

If you never have it weighed then there's nothing to worry about ;)

Re: Why's it called a 2 ton???
 

1976, I was talking in general and nothing was meant to be directed towards you. I was just pointing out the different abbreviations.

Bill

Re: Why's it called a 2 ton???
 

This is definitely the trend I 've seen. Many medium duty trucks today are bought right up to the 26,000 GVW cut off, and these trucks are equipped with air brakes too boot. 20-30 years ago, these type of medium duty trucks would be in the 21-25,000 gvw range with juice brakes.

Re: Why's it called a 2 ton???
 

and in lots of states now even if your under CDL requirement for weight if i has air brakes you need a air brake specific endorsement on your license .

when i was towing for a living we had a guy loose a trailer off his HUGE rv diesel pusher motor home . cops showed up and d.o.t cop also . he got a ticket for driving out of class as he had no RV air brake endorsement on his license . the guy said the dealer ship never asked or told him he needed it . cop said thats not there job sucks o be you . funny thing was the guy just sold off his construction biss and wanted to travel the usa . he of all people should have known to have air brake endorsement with all the trucks and equipment he had in the company .

also lots of these guys with pickups and huge trailers hey need a CDL for the combined weight class they now fall in to . when the natural gas drilling boom hit a few years ago here in the north east they were slamming them hot shot haulers left and right for non correct license .

Re: Why's it called a 2 ton???
 

That Air Brake issue can be confusing. Funny as the CDL that they implemented in the early 90's was suppose to make things simpler. Some states say one thing, another stare says another, not only with under CDL's, but with Farm, Historic, RV, etc.

Now in Virginia, some say yes under CDL and some say no. It was many years ago, so something may have changed, but I contacted DMV twice and they both said "No" for under CDL. Some still say yes and others no though. Not only the public, but the law as well. A friend of mine used to own a truck with Air Brakes and under. When stopped a couple of times, one law man said no and the other, yes.

If I owned one, I would be carrying the DMV info in writing. But would that hold out of state?? Like I say, confusing.

I always found Air Brakes as no big deal anyway. I started using them when I was 11. When you wanted to stop, you press on the pedal. I thought they were the greatest thing, lol.