Jump to content

Recommended Posts

Posted

Just put on some BFG KO2 275/65/18 on my new Sierra All Terrain. The installer pumped them up to 50psi because they are E load rated. Seems a bit high to me. What psi are you guys running on your KO2's?

Thanks

  • Like 1
Posted

I've 20" i think i read somewhere that 40psi is want they're called for the 20" i run 38cold psi... your going to really enjoy these tires. Ive almost 20,000 miles on mine they still look brand new. And the ride is great 2 me

Posted

OP, your tires are load range E. The 20" sizes are D rated just for your info.

 

Most people run slightly higher pressure in E rated tires for numerous reasons. My installer set mine at 55 psi cold and it was too harsh. I've settled on 42 cold, but 38-40 rides pretty nice. Just play around with it until you're happy and pump em up when you tow.

Posted

I am running 35 psi for 20"

  • Like 1
Posted

Stock tires and your tires OP are two totally different things. The door sticker will say 32psi, but you have load range E, you will want to be up around 40 at least.

  • Like 2
Posted

Just send BFG an email and they will tell you where you need to be. Then from there you can see how she rides and do the chalk test if you like. But what everyone has said is correct E rated = about 40 PSI give or take a couple.

Posted (edited)

Just a heads up guys, running tire pressure at what "feels good" is incorrect, tire pressure is about load carrying ability. Those of you running 8 & 10 ply's at stock 4ply tire pressure are likely running below minimum requirements for the application.

 

I run my LT285/65R18 10ply's at 52psi to maintain minimum load carrying ability.

 

EDIT: Tire pressure is not a 1:1 equation across all sizes and constructions...

Edited by black00ta
  • Like 2
Posted

Just a heads up guys, running tire pressure at what "feels good" is incorrect, tire pressure is about load carrying ability. Those of you running 8 & 10 ply's at stock 4ply tire pressure are likely running below minimum requirements for the application.

 

I run my LT285/65R18 10ply's at 52psi to maintain minimum load carrying ability.

 

How does your truck feel with the 10 ply tires? I want to put the BFG All Terrain K/O's on my truck in stock tire size but they're only available in load range E

Posted

I run them on my work truck LT285/65R18s and with 20K on the current set 40psi seems about right.

Posted (edited)

 

How does your truck feel with the 10 ply tires? I want to put the BFG All Terrain K/O's on my truck in stock tire size but they're only available in load range E

 

You can tell you added the physical weight at the wheels. Combined with the stock rancho's it dances a lot over broken pavement, but otherwise rides quiet and similar to stock tires. I'm not a big fan of running 10ply tires on a 1500 but It was the size and tire I wanted. =/

I don't regret it as in my opinion the look and durability outweigh and negatives.

 

I would change sizes before ply rating anyday

Edited by black00ta
Posted (edited)

Absolute minimum PSI for this tire is 35 PSI. This is the BFG pressure load chart for a LT275/55R20 KO2 load range D:

 

35 1750 40 1920 45 2085 50 2275 55 2400 60 2550 65

2680

 

If you call BFG and get the load pressure data in 5psi increments then I can plug that into my spreadsheet and give you a more accurate PSI by PSI breakdown.

Edited by calgator73
  • Like 2

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now

  • Latest Articles

  • Posts

    • Welcome back! No, it definitely doesn't pass the sniff test. Even "ceasefire" needs an alternative definition these days.    $5.29 at Kroger today
    • That makes sense, and I think you are describing the real product problem. Capturing data is the easy part. If the owner or technician has to manually dig through five minutes of millisecond-level logs, the product has already failed. The device would be at the ECM harness, not at the OBD port, so I agree that data retrieval and event marking need to be thought through carefully. The way I am thinking about the architecture is: The recorder itself should not depend on a phone, app, Bluetooth, Wi-Fi, or cloud connection to capture the event. It should always keep a local rolling buffer and lock the event locally. A button, phone app, or small cabin device would only act as an event marker. If the driver feels a stumble and presses the button 10–30 seconds later, the pre-buffer has to already contain the useful data. For data retrieval, the practical options would be a sealed service USB lead, Wi-Fi download, or a phone/cabin companion device. I would not expect the owner to remove the ECM-side module or work with raw files directly. The cloud or AI side would be for interpretation, not for capturing the event. The truck may have no connection when the issue happens, so the evidence has to be saved locally first. After that, cloud processing could help decode the data, compare it against baselines, and generate a readable report. For the first version, I would keep the automatic triggers conservative and objective: driver event marker bus-off error passive voltage drop / brownout device reset FIFO or queue overflow a normally periodic message disappearing side-to-side communication mismatch, if the topology supports that For “learning normal,” I agree with your point, but I would not want to overclaim it as automatic root-cause diagnosis at first. A realistic first step would be learned baseline comparison for that specific vehicle and operating condition. For example, a value would only be compared against similar conditions: RPM range load / MAP throttle position gear / vehicle speed coolant and oil temperature battery voltage AFM/DFM state, if decoded and validated Then the report could flag things like: this periodic message disappeared compared with its normal timing this value deviated from this vehicle’s normal range under similar conditions the same abnormal pattern repeated after the same type of event the anomaly occurred together with voltage, oil-pressure, misfire, or communication changes But I would still call that “abnormal pattern detected,” not “replace this part,” unless there is enough validated repair data behind it. So the intended product would not be “here is a huge log.” It would need to be an event package: what triggered the capture how much pre/post data was preserved what changed before and after the event whether the device itself reset, overflowed, or saw a bus error selected graphs around the event raw data only as supporting evidence From your perspective, what would make this kind of report useful instead of just another datalog? For example: What are the top 5 parameters or events you would want highlighted first? Would you trust a learned baseline for that specific vehicle, or would you prefer fixed thresholds? How much false-positive flagging would be acceptable before you stopped looking at the reports? What would a one-page report need to show for an independent shop to take it seriously? For misfire, AFM/DFM, oil pressure, or U-code complaints, what would you want the tool to flag automatically?
    • 2024 Silverado 2500 HD LTZ grille no camera Parts list   84603331 84913656 84913657 84913654 84913655 84911567 84911568 85646092 85646093 85797921 85797922   11570637  x10-15   grille/bumper bolts 11546500  x10      grille clips 11571006  x10      push/retainer clips 11546454  x6       nut retainers 11611609  x6       M5 bolts 11610700  x6       molding/trim retainers
    • And use RA's 5% discount code if you buy from them.  google for the code, one is always available.
    • Just don't turn the steering wheel as much?
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...