Jump to content

Recommended Posts

Posted

I’m very curious what a HC or Denali with standard bed 4x4 with all the bells and whistles payload is that. 

Posted

Think the biggest difference there is going to be that you can still get a HC with NHT. Just have to forgo the packages that include 22” wheels and then order the other options separately.

 

On the Denali you can’t get NHT even if you skip the Ultimate package and stay with the 20” wheels. Been that way since at least the K2s. Assume it is suspension / ride related.

  • 2 weeks later...
Posted
39 minutes ago, Polo08816 said:

Would someone be able to post a picture of their trailering/weight capacity sticker on their driver's side door jamb like in this link:

https://www.tfltruck.com/2018/10/2019-chevy-silverado-1500-trail-boss-tow-payload-specs/

 

I'm interested in the Rear Axle Weight Rating for a 6.2L with the max trailering package.

B73CAB76-614E-456C-932E-46A73A476B85.thumb.jpeg.8d2909321b9b4d5ff7ac6138e6feaa77.jpeg

 

LTZ CC Short box 6.2 max tow. Truck has all available options except running boards if that makes any difference.

Posted
19 minutes ago, OnTheReel said:

B73CAB76-614E-456C-932E-46A73A476B85.thumb.jpeg.8d2909321b9b4d5ff7ac6138e6feaa77.jpeg

 

LTZ CC Short box 6.2 max tow. Truck has all available options except running boards if that makes any difference.

 

Thanks!  Out of curiosity, does your truck have the 20" wheels?

 

I'm wondering if the RAWR is limited by load capacity/range of the factory tires moreso than the 3.42 rear end and axle.

Posted

Yeah, it has the 20s and Bridgestone Alenza tires. Theoretically you can get an LTZ with 18s. But I’ve yet to see one actually equipped like that, and I’m not sure if it would increase the ratings.

Posted
48 minutes ago, OnTheReel said:

Yeah, it has the 20s and Bridgestone Alenza tires. Theoretically you can get an LTZ with 18s. But I’ve yet to see one actually equipped like that, and I’m not sure if it would increase the ratings.

It may not increase the ratings.  The stock 18" tires have approximately the same load rating as your 20" tires ~ 2,700lbs. 

 

While there are far more Load Range E tires available in a similar size to the stock 18" 265/65/18 (upsize to 275/65/18), it is possible that the limitation is the actual axle and not the tires.

 

I don't think we can tell how much "true" extra capacity is left in the rear axle without actually weighing the tow vehicle + trailer.  But it is possible to quickly exceed the RAWR if you're loading the bed up as well as having a high tongue weight on the hitch.  I'm not even sure you can take the actual tongue weight of the trailer as the actual weight placed onto the rear axle since there is a lever action going on since the bumper pull doesn't sit right over the rear axle like a 5th wheel would.  I would surmise the rear axle could be seeing 1.5x the actual tongue weight of the trailer.

  • Thanks 1
  • 1 month later...
Posted (edited)

LTZ crew cab short bed 5.3

Convenience Pkg 1&2

Safety Pkg 1

Trailer Camera Pkg

Z71 & Protection Pkg

Sunroof

 

Payload: 1755lbs

file1.jpeg

Edited by UGADawgs
Posted

Why does a sun roof change the max payload?   

Posted

My new 2019 Sierra Denali 4x4 Short bed rated @ 1486 lbs 

My old 2016 Sierra Denali 4x4 standard bed was @ 1396 lbs 

Posted
On 2/7/2019 at 6:05 PM, UGADawgs said:

That 6.2 kills your payload due to its weight over the 5.3

That is silly. The payload goes in the bed and sits over the rear axle. 90% of the weight of the bed is handled by the rear axle and its wheel bearings and springs and tires. If an engine weighs 200 lbs more than another one this only reduces payload capacity at the rear wheels 40 lbs.

 

It is usually the factory wheels and tires that determine payload along with the passenger seating provided (why regular cab trucks have the highest factory payload ratings). When I looked at identical GM trucks on dealers' lots I was struck by how the Z71 trucks with the 20" rims and tires did not even have a payload sticker in the glove box but instead had a notice that the truck was not suited for carrying a camper. Two identical trucks but different rims and tires and a difference in the payload rating between them of more than 2000 lb.

 

The AAM axle and wheel bearings on my truck are rated for 11,000 lbs and from that value I subtract the weight on the rear axle measured at a CAT scale - which was 3200 lbs for my truck. Then I go to the next weakest link which is always going to be the wheels and tires put on at the factory. This is why from the truck manufacturers' perspective it is easiest to add two more tires at the rear axle to increase payload capacity with a DRW truck. No need to stock different tires.

 

I added Supersprings to my truck as its factory springs were meant for a payload rating of 2895 lbs, and so I gained 1400 lbs of spring load capacity. I changed out the factory tires rated for 3195 lbs for ones rated at 3750 lbs, and increased this aspect of the payload capacity by 1110 lbs. The new tires support up to 7500 lbs and minus the 3200 lb weight of the truck leaves about 4,000 lbs of payload capacity for the bed.

 

If I wanted to maximize the load capacity I would switch to 19.5 wheels and tires (4800@80 PSI) but at a cost of over $3,000 to do this and being limited to highway tread tires, I stuck with the 18" wheels and tires. The 19.5 wheels are what is found on trucks like the F-450 to handle the expected loads.

 

 

 

Posted
On 2/21/2019 at 10:28 AM, OnTheReel said:

B73CAB76-614E-456C-932E-46A73A476B85.thumb.jpeg.8d2909321b9b4d5ff7ac6138e6feaa77.jpeg

 

LTZ CC Short box 6.2 max tow. Truck has all available options except running boards if that makes any difference.

I like how the capacity stickers are now.  On my '09 dually I need to do math to figure out how much fatter it's gotten since it left the factory and other weights.

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
  • Recently Browsing   0 members

    • No registered users viewing this page.
  • Forum Statistics

    250.4k
    Total Topics
    2.7m
    Total Posts
  • Member Statistics

    342,759
    Total Members
    8,960
    Most Online
    DM22
    Newest Member
    DM22
    Joined
  • Who's Online   1 Member, 0 Anonymous, 2,406 Guests (See full list)


  • Latest Articles

  • Posts

    • So I'm in the middle of a DOD AFM delete on my 6.2 L86 Sierra. I had a pick holding the tensioner but after I got the Cam phaser gear off I was cleaning off all the rtv and apparently I didn't have the pick seated far enough in. I bumped it and the tensioner sprang forward.  I think everything is good but I want a second opinion. The top of the tensioner is just a looped piece of plastic that rides in that channel right? There is no spring or anything is there? I got the gear and chain back on and it seems tight and everything looks right. I'm hoping nothing fell out.
    • My 2015 1500 LTZ Silverado suddenly won't go into 4 x 4 low. It will go into 4 x 4 high.
    • Yep, just a quick reference point.    My main point being I’d do a thousand other things before I’d pay 10k for a transmission.    Speaking in ignorance cause I don’t look at these trucks, what is it worth? 20k?
    • I think users are going to want to pick their monitored parameters, which parameters they want to see first.    It should probably start with baseline at a minimum and adjust to learned, but be able to overlay baseline for comparison.   A simple severity level would be able to determine what type of alerting is appropriate or user selectable.    Why not use the OBD port though?   I think a phone connection would be a good idea, push notifications type deal.   Number 1 issue is having data is useless if you don’t know what the data should be under normal conditions. 
    • I thought I would use your thread and add to it as I just did my first longer drive with my truck in the last couple of days. I drove from the Grande Prairie area of Alberta down to Edmonton and most of where I drove in the city was the ring road so fairly free flowing but a bit of stop and go as well in the city. Stayed the night and returned home and not too many stops along the way each way but every restart and certainly every cold start sets it back for fuel mileage. Why I say that is I see some people will cherry pick a fuel mileage leg after the vehicle had been warmed up driveline wise before hand and its a forgiving ( easy rolling drive leg for example ) and call that their fuel mileage which can give a false perception of reality. I was not heavily loaded at all but never the less the flip bak cover, rubber bed mat, various tools etc and extra jerry cans of fuel all way up to a few hundred pounds of dead weight so its not an empty truck. The cold inflation tire pressures are set more near the freezing point so once they are warmed up driving I was showing 45 front and over 40 rear and realize high inflation pressures would help a little in fuel mileage but certainly not the ride on our crap sections of highway. The weather was good so was not raining as that can really drag mileage down, in fact I had a bit of a tail wind on average driving home. Most people on here would never have driven on that freeway to visualize it but its got a fair bit of rolling type of landscape with numerous river valleys. For the most part I had it on cruise set to 62 although kicking it off if I caught it in time before it started down shifting and self braking going down the grades. Most of the more substantial grades its shifting into 7th I believe as 8th just doesn't have it. Total distance round trip was 643 miles and my overall average and I did refuel three times in all, figured out to 17.65 miles per US gallon. My best fuel mileage section refuel within all of this figured out to 18.46 and these are all hand calculated figures. I find if anything that the trucks computer can be over optimistic, sometimes its pretty close but other times its stretching it. On paper persay in theory the truck would have just about made it on fumes for that whole drive without refueling once.    Which made me think of the topic thread of the wonder if these trucks could do 20 mpg and that is a good question, certainly would have to be on an easy going flat highway, no head wind, the right temperature, not packing around a bunch of dead weight and puttering along even slower than I was I would suspect and going steady and not stopping to smell the flowers or take a piss !. It probably is possible but not without effort to attain that with the wind resistance and weight of these trucks. Of course on my drive most people are passing me if they have the power as per loaded highway tractors, never mind a lot of speedy vehicles but the speed limit is 68 and most are at or well over that. 
  • GM-Trucks.com Clubs

  • Popular Contributors

×
×
  • Create New...