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Should I exchange my 19.5s for 22.5s with what size front leveling kit and brand????? I have 3.73's and automatic. I always travel in 5th gear and lowering rpms a little bit would yeild me better fuel mileage. I am considering xrt 6ohp tune. Am I making right decision?? Im usually about 32,000 pounds on the scales.
Only downside would be extra rolling resistance of the big rubber. It would lower your RPMs, but would put more load on the motor by turning those big heavy suckers. And the same would affect braking, altho with trailer brakes helping it might not be that noticeable. The one guy I talked to running a set on a 5500 loved them, but had more gear, more brakes, ect ect.
What rpm do you normally run and how much of a drop are you expecting? What about going to a smaller size tire with the 19.5 rims and using 6th to lower your rpms?
Wouldn't recomend it on ur 3500 even tho it would increase what u can scale weight wise.
Actually...NO........It would not help him with what he can scale. Axle weights are calculated by axle spacing and tire width. For example, In Michigan, the max single axle weight without a permit is 20,000 lbs. As long as there is no other axle within 9 ft on centers. To meet the 20,000 requirement you have to have enough tire on the ground. Michigan calculates 700 lbs per inch of tire width, so a 10" tire is good for 7000 lbs. Since he has duals his 19.5's will exceed the 20,000. BUT since his Gross Axle Weight Rating is less than 20,000 and we dont really think a ram would handle 20,000 on a single axle anyway............the addition of 22.5's will be of No Benefit for weight.
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2006 Dodge 2500 MegaCab DRW Converted 4X4 5.9 CTD / Auto 3.73 , Michelin LTX M/S-2
2004 Featherlite 40' Gooseneck Race Trailer
Peer Pressure Racing Sno-Cross Team
Why not just slow down? That's what I did with Class 8. Just better time management on departures and breaks/fuel/meals. Tighter personal scheduling so to speak. Then the "time problem" wasn't. The O-O's I met that made the most money also ran the slowest (had good brokers as well).
How is the truck doing for tire life? Brake life? Etc. What other marginal costs, in other words, can be approached for changes in overall economy? The TAG and EAG may look hokey but I'd try that level of hokum before using real money (I really would try them). There isn't too much info about steady state fuel economy on these boards. What about a deeper front air dam, partial grille block, some aero body work, etc? That's one damned dirty truck for FE.
How much are you looking to achieve?
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2004.0 DODGE Ram QC/LB 2500 2WD/6-speed Cummins 305/555 ISB. 7,360-lb. Stock. 180,000 miles at 4,625-hrs @ 39-mph average. 15-cpm solo & 25-cpm towing; 22-mpg average past 37k-miles
Than why is there load ranges on tires? I complete understand axle ratings, but if your tires aren't up to your axle ratings you wouldn't be able to "scale" it.
One last thing...when u increase your steer tire to a super single u increase what u can scale on it. Also I thought the law here in MI was only 15k a axle per cluster not being drive axles on the power unit?? Just because ur not over ur plate weight doesn't mean u can "scale" it.
The run the Super Singles or "balloonies" on the front for the extra width so they can reach the 20k limit. A tandem assembly is god for 32,000, 16 per axle, but limited to 1 tandem per unit EXCEPT for the traditional 18 wheeler which is considered a 5 axle tandem tandem, but those are limited to 80k gross.
You are correct you can be overweight and under your plate, or you can be over your plate and still under axle weight....It all depends on the vehicle and trailer.
And you are correct to a point on load range but it would not be an overweight but an unsafe vehicle. But with 19.5's I'm quite sure he is not rinning light load range tores.
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2006 Dodge 2500 MegaCab DRW Converted 4X4 5.9 CTD / Auto 3.73 , Michelin LTX M/S-2
2004 Featherlite 40' Gooseneck Race Trailer
Peer Pressure Racing Sno-Cross Team
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