Can A Gvw Be Higher Than The Registered Weight

By Bob Raybuck, NTEA Director of Technical Services

Often, GVWR and gross vehicle weight (GVW) are thought to be the same, but they are non. A truck's GVWR is the maximum weight rating established by the chassis manufacturer. GVW is the full weight of the truck and payload at a point in time.

There'south a common misconception that a truck's GVWR is adamant by adding gross axle weight ratings (GAWRs) together for all axles. Although this was a common fashion of calculating GVWR many years agone, it's no longer an accurate method. The chassis manufacturer task of establishing a vehicle GVWR is much more difficult today due to advocacy of safety system standards and how vehicles meet these requirements. This is why many trucks accept a GVWR much lower than the combined axle ratings. It's not uncommon for a truck with a GVWR of 19,500 pounds to have a forepart axle rated at 7,500 pounds and a rear axle rated at 14,700 pounds. Safety standards that employ to braking, vehicle stability, and chassis manufacturer internal standards for immovability, dynamic stability and treatment can restrict GVWR even though the sum of the beam ratings exceeds 22,000 pounds. In this instance, the OEM set up the GVWR at 19,500 pounds based on exam results and vehicle dynamic performance to ensure a rubber, reliable truck.

A specific vehicle'south GCWR is based on parameters established past 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 terminate users and fleets are looking to either buy or specify the proper chassis for their needs, dissimilar driver qualifications and regulations are part of the process. A key driver qualification is the commercial driver'due south license rule, better known as CDL. Many fleets prefer to specify their chassis in a mode that allows drivers without a CDL to operate their vehicles. Federal CDL requirements help clarify what's considered a not-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 chemical element in federal CDL operator requirements is a vehicle'southward 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 non mean the truck GVW tin be loaded above the GVWR of 26,000 pounds and operated by a non-CDL driver. Federal requirements state the GVW must, in improver, exist 26,000 pounds or less. CDL requirements go more confusing when the vehicle is towing a trailer.

There are iii key aspects to consider when assessing CDL operator requirements for commercial work trucks involved in towing a trailer: truck GVWR, trailer GVWR and GCWR of the truck-trailer combination. Trailer GVWR is most disquisitional to determining when a CDL is required.

When a trailer has a GVWR of x,001 pounds or more and the combined GCWR of the truck and trailer is 26,001 pounds or more, a CDL is required by the operator. For case, if a trailer has a GVWR of eleven,500 pounds and is towed by a truck with a GVWR of 15,000 pounds, resulting in a GCWR of 26,500 pounds, then the operator must accept a CDL.

In contrast, when the trailer in the truck-trailer combination has a GVWR of 10,000 pounds or less, requirements allow for a greater GCWR for both the truck and trailer without requiring a CDL. For example, a truck with a GVWR of 26,000 pounds or less can tow a trailer with a GVWR of 10,000 pounds or less and non require the operator to take a CDL under federal requirements. However, CDL requirements mandate that the truck and trailer GVW not exceed 26,000 pounds and 10,000 pounds, respectively. In short, the truck and trailer cannot be overloaded.

When determining the truck and trailer combination(s) end customers or fleets desire, it'south important to empathize which combination(s) will crave a CDL or knowledge of how to specify and load trucks and trailers properly to remain inside CDL weight limitations. In that location'due south a mutual perception that a truck'southward original GVWR can be changed to avert CDL requirements. Even though there are provisions in the vehicle certification rules that let the company finishing the new incomplete vehicle (concluding-stage manufacturer) to make up one's mind final GVWR, the final-stage manufacturer is typically reluctant to make changes to the original GVWR without guidance from the incomplete vehicle manufacturer.

Many incomplete medium-duty vehicle manufacturers include GVWR information as role of the Vehicle Identification Number (VIN) coding in the vehicle description section (iv–8) and, therefore, will not change an incomplete vehicle's GVWR after it is manufactured equally the VIN would need to exist updated. Many incomplete vehicle OEMs will provide guidance well-nigh changing GVWR for a VIN-specific new incomplete chassis through their dealer network; yet, they make the final-phase manufacturer the responsible party. Many times, altering GVWR requires changing key components (such as tires, suspensions or even axles). If a company claims it can modify GVWR, consider asking nearly the system's approach to testing, engineering analysis and certification documentation to ensure ongoing compliance.

As a company or fleet, you're placing your employees in these vehicles. It is very important to company well-being and employee safe to make certain the trucks you purchase are designed for their intended purposes and GVWR and GCWR are specified properly for safe, efficient operation.

NTEA regularly publishes articles as part of our efforts to provide industry professionals with information on multi-stage commercial vehicle regulations, safe and efficiency. For more information, visit ntea.com/whitepapers.