Raising GVWR of small trucks 1

[dicer]

I'm not sure about other countrys, but in the US an individual can build a car from scratch or from a kit and that would make him/her the manufacture. Correct?
So if an individual modifys a pickup truck with heavier axles, suspension etc. Could they declare an increase in GVW? Use for example a Ford F250 of mid 90's vintage, the frame is the exact same as used in the F350, the only difference is the axles / components and spring groups, and possibly steering gear. Also while searching this on the internet, what comes up is the the manufacture will derate the GVW for warranty purposes, meaning they want it to last to end of warranty so of course the GVW will be much lower than the true capacity. I would like some input from folks in the know.
Thanks

 

[rmw]

Correct on your first question. While building cars or trucks from scratch isn't too common, shop built trailers are and their capacity has to be declared at the time the vehicle is titled if that is a requirement for a proper title in the state in which it is registered. Titling regulations vary from state to state in the USA so who can say regarding where you are.

Regarding your second question, whatever the original mfg'r certified it as is what it is and will remain as long as it is titled under that VIN number no matter what you do to it or what you have in (under) it.

But the rating is less important than the load you put on it. Federal and State requirements dictate what you can legally put and transport on a truck and/or trailer on the public roads. State laws govern inside a given state and federal laws come into play once you cross state lines.

Some State limits are more restrictive than Federal and vice versa. I once encountered a situation where if you could sneak to the state line with a particular pickup truck/trailer combination without getting caught, then you were home free for a trip anywhere else in the country outside that state.

You have to figure too that the original designers knew that some bozo would overload the vehicle, either deliberately or accidentally so they put an adequate margin of safety into the design notwithstanding how they rated and stamped it for warranty and liability purposes.

I once owned a single wheel rear drive axle Ford 350 pickup that I could and often did load to way beyond the nameplate and did it on a regular basis. Rating wise, it was rated for a whopping 400 lb less than a dually and I didn't want a dually. I promise you I carried loads on that thing that would have made dually's blush and did it for a number of years.

As a combination I carried loads that were way beyond what Federal and state laws allowed and what it was rated for and did it on a regular basis. (Tire ratings where what I paid attention to.) But that was in a time when they weren't paying much attention to PU's and trailers. Since I was engaged in that type of activity, I have been aware of a personal friend who is a Kubota tractor dealer who gets grief from his state weight police, but you can bet one thing; their interest isn't in preventing him from overloading his trucks and trailers-it is all about the revenue they can make off of him when they catch him screwing up.

Long answer to two short questions. I hope this helps.

rmw

 

[plasgears]

The guidelines put out by Ford and Cadillac and the MVSS on the upgrading of sedans for increased GVW limos should be instructive, if you can get a copy of them. First of all they include:
- reinforced spring mts;
- reinforced frame, open channel to box section;
- heavier springs and shocks with truck tires;
- heavier drive shaft for extension purposes;
- other Limo specific reinforcements.

Then, as a re-manufacturer, you have to meet the tests outlined in the MVSS for crash and roll over testing, fire testing, and any other implied retests because of your redesign and material changes. Good luck.

It's not loosey, goosey like the old days. It was brought upon small modifiers because of a few disasters. Then the big three claimed that small modifiers had to meet all the implied reqts in the MVSS just like other big mfrs.

 

[RossABQ]

I'm not clear what the point of replacing all the springs, axles, etc., would be, when you could sell the 250 and buy a 350 for a lot less money and with a lot less trouble. In fact, you could probably buy a 450 or 600 series even cheaper, the market is really limited for them, no concrete cowboys are in the market for a real truck.

 

[dicer]

Well RossABQ, I paid $1500 for this truck, its a 96 F250. I don't think I can touch anything else that year for under $7000. especially in an F350 or F450. It is much cheaper to do the changes than spend upwards to $50,000 for a new truck.
And yes sell it but what I get will not have the fresh engine and other special add ons this one has. And maybe in worse shape to boot.

 

[RossABQ]

I've been in your situation and done swaps like that, spent my free time for a month doing it. (not easy work, either!) IMO it just isn't worth it. Axles are going for $250 - 500 each at the boneyards, springs are about $50 - 100 each, (are the spring hangers the same?) and it's a crap shoot what condition any boneyard parts are in. There are lots of bits that need to be changed that aren't obvious, too; driveshafts? Brake lines? e-brake cables? Not sure where you are, but around here there are dozens of used F-350's from the late 90's going for around $4k in decent condition for a work truck. It would be a lot easier to swap your good engine into one of those if it needed it, and you could be done in a weekend.

One of my friends ended up divorced over a similar project converting a 2WD Blazer K-10 to a 4WD, all because he'd spent $700 on a rebuilt engine for the 2WD....the lawyer cost him a lot more!

 

[swall]

"Sunk cost". That's what the accountants call this situation. It means that just because you have sunk x amount of dollars into the project so far, that does not in itself justify further investment.