I’ve not been driving for long and have a question regarding load weights on the headboard and axels etc.
I drive a 72 plate Class 2 Volvo FM 330 26 tonner. When empty and fully loaded with fuel she weighs 10980kg.
One of the customers I go to I pick up bagged cement. Each pallet weighs just under 1.5 tonnes each. We usually collect 8 or 9 pallets each time.
I have a false headboard fitted which is fully retractable which I put up when going to this collection so it basically takes away 1 pallet worth of space on both sides away from the headboard taking the capacity from 16 down to 14 pallets.
My question is would i still be overweight on my front axel loading with my false headboard up?
Also where does my actually front axel start and end from? sorry for being stupid lol
I’ve not been driving for long and have a question regarding load weights on the headboard and axels etc.
I drive a 72 plate Class 2 Volvo FM 330 26 tonner. When empty and fully loaded with fuel she weighs 10980kg.
One of the customers I go to I pick up bagged cement. Each pallet weighs just under 1.5 tonnes each. We usually collect 8 or 9 pallets each time.
I have a false headboard fitted which is fully retractable which I put up when going to this collection so it basically takes away 1 pallet worth of space on both sides away from the headboard taking the capacity from 16 down to 14 pallets.
My question is would i still be overweight on my front axel loading with my false headboard up?
Also where does my actually front axel start and end from? sorry for being stupid lol
Simply: Everything loaded in front of the rear axles increases the weight on the front axle. Everything loaded behind the rear axles decreases the weight on the front axle. Anything directly above the rear axles will have no effect on front axle loading.
There is no simple start/finish to front axle loading.
To check whether or not you are over-weight on any axle you really need to find a weighbridge.
It can be done with dead reckoning, but only if you know your starting point: the empty loading through the axles.
You dont give the empty weight of the vehicle, the length of the bed, the wheelbase etc....No one can accurately tell you whether or not its good.
If it was specced up and designed well, then it might well be OK, in fact it should be OK. Find a weighbridge to check and put your mind at rest.
The one thing which springs to mind immediately is whether the false headboard complies with EN 12642 XL… As said you need to supply considerably more information. What is the maximum front axle load allowed in the UK stated on the Plate in the cab?
Your using 9 out of 14 spaces so you’ve 5 spaces free. Either leave 2 spaces then put first pallet in middle then 4 down each side which will leave 2 spaces at back or leave 4 spaces free at front and put the odd one in middle at the back. Either way you’ll not be far out.
The OP needs to find somewhere with a dynamic weighbridge and weight the loaded truck and each axil individually and compare the weights of each axil with those on the plating certificate that should be in the cab, and adjust the load distribution according to wether it’s over/under on whichever axil. They are allowed to drive the truck to/from a weighbridge even if it’s potentially overloaded, and return to the loading point to remove the excess should they need to
Having driven 6 wheelers hauling pallets of bagged flour, it’s important to check the weight distribution
I’ve not been driving for long and have a question regarding load weights on the headboard and axels etc.
I drive a 72 plate Class 2 Volvo FM 330 26 tonner. When empty and fully loaded with fuel she weighs 10980kg.
One of the customers I go to I pick up bagged cement. Each pallet weighs just under 1.5 tonnes each. We usually collect 8 or 9 pallets each time.
I have a false headboard fitted which is fully retractable which I put up when going to this collection so it basically takes away 1 pallet worth of space on both sides away from the headboard taking the capacity from 16 down to 14 pallets.
My question is would i still be overweight on my front axel loading with my false headboard up?
Also where does my actually front axel start and end from? sorry for being stupid lol
Simply: Everything loaded in front of the rear axles increases the weight on the front axle. Everything loaded behind the rear axles decreases the weight on the front axle.
It’s more complicated than that.Axle 2 or axle 3 can both act as the relevant pivot points depending on load position behind axle 2 or axle 3 and wheelbase and corresponding length of load deck behind axle 2.
Effectively weight behind axle 2 can take weight off the steer axle and place more of it on axle 3 than axle 2.Anything behind axle 3 could take weight off the steer and axle 2 and place even more of it onto axle 3.
An easy visual guide I use, are the front spray/mud flaps, if you can get your foot between them and the road surface, your generally ok, if not its more than likely overloaded!!
Stephenjp:
An easy visual guide I use, are the front spray/mud flaps, if you can get your foot between them and the road surface, your generally ok, if not its more than likely overloaded!!
Hasnt the FM 330 got air as an option on the front? Distance from a fixed point on the chassis, such as a mudflap, to the ground will change according to loading with a simple mechanical suspension system. Roughn`ready but it is a guide.
I’ve not been driving for long and have a question regarding load weights on the headboard and axels etc.
I drive a 72 plate Class 2 Volvo FM 330 26 tonner. When empty and fully loaded with fuel she weighs 10980kg.
One of the customers I go to I pick up bagged cement. Each pallet weighs just under 1.5 tonnes each. We usually collect 8 or 9 pallets each time.
I have a false headboard fitted which is fully retractable which I put up when going to this collection so it basically takes away 1 pallet worth of space on both sides away from the headboard taking the capacity from 16 down to 14 pallets.
My question is would i still be overweight on my front axel loading with my false headboard up?
Also where does my actually front axel start and end from? sorry for being stupid lol
Simply: Everything loaded in front of the rear axles increases the weight on the front axle. Everything loaded behind the rear axles decreases the weight on the front axle.
It’s more complicated than that.Axle 2 or axle 3 can both act as the relevant pivot points depending on load position behind axle 2 or axle 3 and wheelbase and corresponding length of load deck behind axle 2.
Effectively weight behind axle 2 can take weight off the steer axle and place more of it on axle 3 than axle 2.Anything behind axle 3 could take weight off the steer and axle 2 and place even more of it onto axle 3.
I did say “Simply”. The OP isnt asking for all the insn`outs.
Taking moments about a point in a rigid system clearly don`t apply when it is a non-rigid system…there are springs etc here. Assuming the rear axles are on air rather than leaf springs, your comments about differing loadings within the rear axle bogie is plain wrong.
I’ve not been driving for long and have a question regarding load weights on the headboard and axels etc.
I drive a 72 plate Class 2 Volvo FM 330 26 tonner. When empty and fully loaded with fuel she weighs 10980kg.
One of the customers I go to I pick up bagged cement. Each pallet weighs just under 1.5 tonnes each. We usually collect 8 or 9 pallets each time.
I have a false headboard fitted which is fully retractable which I put up when going to this collection so it basically takes away 1 pallet worth of space on both sides away from the headboard taking the capacity from 16 down to 14 pallets.
My question is would i still be overweight on my front axel loading with my false headboard up?
Also where does my actually front axel start and end from? sorry for being stupid lol
Simply: Everything loaded in front of the rear axles increases the weight on the front axle. Everything loaded behind the rear axles decreases the weight on the front axle.
It’s more complicated than that.Axle 2 or axle 3 can both act as the relevant pivot points depending on load position behind axle 2 or axle 3 and wheelbase and corresponding length of load deck behind axle 2.
Effectively weight behind axle 2 can take weight off the steer axle and place more of it on axle 3 than axle 2.Anything behind axle 3 could take weight off the steer and axle 2 and place even more of it onto axle 3.
I did say “Simply”. The OP isnt asking for all the insn`outs.
Taking moments about a point in a rigid system clearly don`t apply when it is a non-rigid system…there are springs etc here. Assuming the rear axles are on air rather than leaf springs, your comments about differing loadings within the rear axle bogie is plain wrong.
Shock, Carryfast talking crap, surely not it took him ages to google that
I’ve not been driving for long and have a question regarding load weights on the headboard and axels etc.
I drive a 72 plate Class 2 Volvo FM 330 26 tonner. When empty and fully loaded with fuel she weighs 10980kg.
One of the customers I go to I pick up bagged cement. Each pallet weighs just under 1.5 tonnes each. We usually collect 8 or 9 pallets each time.
I have a false headboard fitted which is fully retractable which I put up when going to this collection so it basically takes away 1 pallet worth of space on both sides away from the headboard taking the capacity from 16 down to 14 pallets.
My question is would i still be overweight on my front axel loading with my false headboard up?
Also where does my actually front axel start and end from? sorry for being stupid lol
Simply: Everything loaded in front of the rear axles increases the weight on the front axle. Everything loaded behind the rear axles decreases the weight on the front axle.
It’s more complicated than that.Axle 2 or axle 3 can both act as the relevant pivot points depending on load position behind axle 2 or axle 3 and wheelbase and corresponding length of load deck behind axle 2.
Effectively weight behind axle 2 can take weight off the steer axle and place more of it on axle 3 than axle 2.Anything behind axle 3 could take weight off the steer and axle 2 and place even more of it onto axle 3.
I did say “Simply”. The OP isnt asking for all the insn`outs.
Taking moments about a point in a rigid system clearly don`t apply when it is a non-rigid system…there are springs etc here. Assuming the rear axles are on air rather than leaf springs, your comments about differing loadings within the rear axle bogie is plain wrong.
Feel free to explain the supposed mechanics which make air suspension any different to steel in that regard.If it reduces air on axle 3 that obviously lifts even more weight off the steer axle and overloads axle 2.If it reduces air on axle 2 that obviously then overloads axle 3.
The fact is axle 2 or axle 3 can be the relative load pivot points affecting steer axle weight either way.6 wheelers are always flawed in that regard it’s why the 8 wheeler was invented.Preferably with longer wheelbase than shorter.
Carryfast:
Feel free to explain the supposed mechanics which make air suspension any different to steel in that regard.If it reduces air on axle 3 that obviously lifts even more weight off the steer axle and overloads axle 2.If it reduces air on axle 2 that obviously then overloads axle 3.
The fact is axle 2 or axle 3 can be the relative load pivot points affecting steer axle weight either way.6 wheelers are always flawed in that regard it’s why the 8 wheeler was invented.Preferably with longer wheelbase than shorter.
(I`m gonna regret this)
Putting it very simply*.…
On a 26T truck the rear axles will have different ratings.
Often, it is a single drive axle, with twin wheels, and a trailing axle (possibly steered) with single wheels.
Just going with that, the drive might be rated 10T and the other axle 8T.
The weight distribution between the two axles is not done through fancy control methods, just by the design of the suspension. With a constant pressure of air in the bags, the size of the bag (specifically the cross sectional area) affects the amount of weight that pushes onto the road.
Think of an hydraulic jack: the pressure in the little tube you pump is the same as the wider tube that raises the vehicle. You push down at 50kgs onto a small cylinder to raise a 5,000kg axle on a wider cylinder.
So with air suspension for a given pressure if the cross section of an air bag is 10 units and another is 8 units then one will transmit 10 units of weight, t`other will transmit 8 units of weight.
Unlike mechanical springs the amount of weight transmitted through an air spring, is not dependent upon the deflection of that spring. That is why air suspension is “road friendly” and so higher weights are permitted.
The air in axles 2 and 3 is at the same pressure. Even if on uneven ground the relative loading of the two axles retains the same differential. (10 units and 8 units). The quantity of air will change between the two axles, but not the pressure**.
*I know I`m being naughty in not talking about masses, normal reactions, etc, just calling it all “weight”.
** In a stable situation. In a dynamic situation it is indeed the pressure difference (caused by moving over bumps) that causes air to move between axles.
Carryfast:
Feel free to explain the supposed mechanics which make air suspension any different to steel in that regard.If it reduces air on axle 3 that obviously lifts even more weight off the steer axle and overloads axle 2.If it reduces air on axle 2 that obviously then overloads axle 3.
The fact is axle 2 or axle 3 can be the relative load pivot points affecting steer axle weight either way.6 wheelers are always flawed in that regard it’s why the 8 wheeler was invented.Preferably with longer wheelbase than shorter.
(I`m gonna regret this)
Putting it very simply*.…
On a 26T truck the rear axles will have different ratings.
Often, it is a single drive axle, with twin wheels, and a trailing axle (possibly steered) with single wheels.
Just going with that, the drive might be rated 10T and the other axle 8T.
The weight distribution between the two axles is not done through fancy control methods, just by the design of the suspension. With a constant pressure of air in the bags, the size of the bag (specifically the cross sectional area) affects the amount of weight that pushes onto the road.
Think of an hydraulic jack: the pressure in the little tube you pump is the same as the wider tube that raises the vehicle. You push down at 50kgs onto a small cylinder to raise a 5,000kg axle on a wider cylinder.
So with air suspension for a given pressure if the cross section of an air bag is 10 units and another is 8 units then one will transmit 10 units of weight, t`other will transmit 8 units of weight.
Unlike mechanical springs the amount of weight transmitted through an air spring, is not dependent upon the deflection of that spring. That is why air suspension is “road friendly” and so higher weights are permitted.
The air in axles 2 and 3 is at the same pressure. Even if on uneven ground the relative loading of the two axles retains the same differential. (10 units and 8 units). The quantity of air will change between the two axles, but not the pressure**.
*I know I`m being naughty in not talking about masses, normal reactions, etc, just calling it all “weight”.
** In a stable situation. In a dynamic situation it is indeed the pressure difference (caused by moving over bumps) that causes air to move between axles.
Yep exactly, it’s called the theoretical wheelbase.
Although I’ve just got a new Volvo tractor unit that tells you the current axle weights on the dash, if the truck puts the tag down then it only ever put the minimum amount on the tag so that the drive axle isn’t overloaded, if I put it down it’ll run them at similar percentage of their capacity, I don’t know if my old 64 plate did the same or for how long they’ve done this.
I can go from around 4t on the front axle if the truck has put the tag down to around 6t if I then press the button to put it down, obviously depending on how I’m loaded
Carryfast:
Feel free to explain the supposed mechanics which make air suspension any different to steel in that regard.If it reduces air on axle 3 that obviously lifts even more weight off the steer axle and overloads axle 2.If it reduces air on axle 2 that obviously then overloads axle 3.
The fact is axle 2 or axle 3 can be the relative load pivot points affecting steer axle weight either way.6 wheelers are always flawed in that regard it’s why the 8 wheeler was invented.Preferably with longer wheelbase than shorter.
(I`m gonna regret this)
Putting it very simply*.…
On a 26T truck the rear axles will have different ratings.
Often, it is a single drive axle, with twin wheels, and a trailing axle (possibly steered) with single wheels.
Just going with that, the drive might be rated 10T and the other axle 8T.
The weight distribution between the two axles is not done through fancy control methods, just by the design of the suspension. With a constant pressure of air in the bags, the size of the bag (specifically the cross sectional area) affects the amount of weight that pushes onto the road.
Think of an hydraulic jack: the pressure in the little tube you pump is the same as the wider tube that raises the vehicle. You push down at 50kgs onto a small cylinder to raise a 5,000kg axle on a wider cylinder.
So with air suspension for a given pressure if the cross section of an air bag is 10 units and another is 8 units then one will transmit 10 units of weight, t`other will transmit 8 units of weight.
Unlike mechanical springs the amount of weight transmitted through an air spring, is not dependent upon the deflection of that spring. That is why air suspension is “road friendly” and so higher weights are permitted.
The air in axles 2 and 3 is at the same pressure. Even if on uneven ground the relative loading of the two axles retains the same differential. (10 units and 8 units). The quantity of air will change between the two axles, but not the pressure**.
*I know I`m being naughty in not talking about masses, normal reactions, etc, just calling it all “weight”.
** In a stable situation. In a dynamic situation it is indeed the pressure difference (caused by moving over bumps) that causes air to move between axles.
None of which makes any difference whatsoever to the fact that weight placed behind axle 2 but forward of axle 3 still lifts weight from the steer axle either way.
Carryfast:
Feel free to explain the supposed mechanics which make air suspension any different to steel in that regard.If it reduces air on axle 3 that obviously lifts even more weight off the steer axle and overloads axle 2.If it reduces air on axle 2 that obviously then overloads axle 3.
The fact is axle 2 or axle 3 can be the relative load pivot points affecting steer axle weight either way.6 wheelers are always flawed in that regard it’s why the 8 wheeler was invented.Preferably with longer wheelbase than shorter.
(I`m gonna regret this)
Putting it very simply*.…
On a 26T truck the rear axles will have different ratings.
Often, it is a single drive axle, with twin wheels, and a trailing axle (possibly steered) with single wheels.
Just going with that, the drive might be rated 10T and the other axle 8T.
The weight distribution between the two axles is not done through fancy control methods, just by the design of the suspension. With a constant pressure of air in the bags, the size of the bag (specifically the cross sectional area) affects the amount of weight that pushes onto the road.
Think of an hydraulic jack: the pressure in the little tube you pump is the same as the wider tube that raises the vehicle. You push down at 50kgs onto a small cylinder to raise a 5,000kg axle on a wider cylinder.
So with air suspension for a given pressure if the cross section of an air bag is 10 units and another is 8 units then one will transmit 10 units of weight, t`other will transmit 8 units of weight.
Unlike mechanical springs the amount of weight transmitted through an air spring, is not dependent upon the deflection of that spring. That is why air suspension is “road friendly” and so higher weights are permitted.
The air in axles 2 and 3 is at the same pressure. Even if on uneven ground the relative loading of the two axles retains the same differential. (10 units and 8 units). The quantity of air will change between the two axles, but not the pressure**.
*I know I`m being naughty in not talking about masses, normal reactions, etc, just calling it all “weight”.
** In a stable situation. In a dynamic situation it is indeed the pressure difference (caused by moving over bumps) that causes air to move between axles.
None of which makes any difference whatsoever to the fact that weight placed behind axle 2 but forward of axle 3 still lifts weight from the steer axle either way.
Here we go boys CF theory of relativity on axle loads time to bale out
