What does the ole Girl weigh?

[Sandman 4x4]

Diesel forum stay away gasser……..once again should have permissions to post here

6000 here, evo 4.5, beadlocks, 37s, metal cloak skids, next venture front bumper, warn 8274, sub box, 25 gallon aux tank in bed, and 2.5 gallons of snow meth kit

I’ll take my chances

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[Jaxmax]

Diesel forum stay away gasser……..once again should have permissions to post here

6000 here, evo 4.5, beadlocks, 37s, metal cloak skids, next venture front bumper, warn 8274, sub box, 25 gallon aux tank in bed, and 2.5 gallons of snow meth kit

Sorry missed the diesel in the description, I'm out.....Jack

 

[rubicon4wheeler]

My EcoDiesel with bumpers, sliders, winch, skidplates, 37's, hardtop, etc. with me in the driver's seat weighed 6700lb on a CAT scale.

Steer axle 3580lb
Drive axle 3120lb

 

[vicsvx]

Haven't weighed mine... But let's just say I know she's a Lil fluffy. I'm guessing based off the weights listed here, I'm floating between 6500 and 6800

 

[NCJL]

12” coilovers all 4 corners. 300 over 400 are the front spring rates. I’ll check the back….
Edit. Spring are the same front/rear. Has a factory stance.

 

[Sandman 4x4]

My EcoDiesel with bumpers, sliders, winch, skidplates, 37's, hardtop, etc. with me in the driver's seat weighed 6700lb on a CAT scale.

Steer axle 3580lb
Drive axle 3120lb

That’s amazing! There’s no Gladiator built that’s has a GVWR over 6,150!

 

[VA6489]

• Sport/Willys Models: Around 5,800 lbs.
• Rubicon Models: Up to 6,250 lbs.
• With Max Tow Package: Can increase to 6,250 lbs or higher.
• EcoDiesel Models: Could reach 6,350-6,450 lbs.

 

[VA6489]

Weights
SpecificationDimension
Gross vehicle weight rating (GVWR) (lbs.) 5,800
Payload (lbs.) 1,025
Towing capacity (lbs.) 4,500( Disclosure1)
Gross combined weight rating (GCWR) (lbs.) 9,650

 

[DylanM]

That’s amazing! There’s no Gladiator built that’s has a GVWR over 6,150!

Again, diesel subforum.

 

[Rusty PW]

Mine GVWR is 6450.

 

[Sandman 4x4]

Ok gang thanks for the clarification. However that’s still not 6,700, that was scaled and written about in the original post.

 

[DylanM]

Ok gang thanks for the clarification. However that’s still not 6,700, that was scaled and written about in the original post.

Correct, and I'm pretty sure the point the original post was trying to make was to highlight how surprisingly fast and easy it is to add an unexpected amount of weight when doing common modifications to our vehicles.

 

[rubicon4wheeler]

Correct, and I'm pretty sure the point the original post was trying to make was to highlight how surprisingly fast and easy it is to add an unexpected amount of weight when doing common modifications to our vehicles.

And to illustrate how ridiculously under-rated the published GVWR truly is.

 

[caryt]

Mine is rear 3570, front 3340 so total 6910 but that was back in 4/30/24 and I have added more weight since then likely 300-400lbs.. I'll try to get it weighed next week.

 

[MPMB]

And to illustrate how ridiculously under-rated the published GVWR truly is.

tl;dr: The EPA created vehicle classes to force trucks with GVWR <6000# to use unleaded gas. That became the de facto "limit" for MFGs. Today's "rating" isn't really a rating but just a classification for most MFGs.

GVWR, ironically, isn't so much a "rating" as it is a classification as it's being used right now.

In another thread (mileage one in the main JT topics), I covered it. Years ago the gov't created the classes of vehicles to force light-duty trucks (<6000# GVWR) to unleaded gas. Since leaded gas went away, trucks got bigger, mid-size and compact trucks entered the market, there's really no need for vehicle classes as originally intended by the EPA. But the gov't keeps them around anyway to instill some sort of "organization" to the variety of models.

But, since the gov't made this arbitrary "limit" of 6000# decades ago, MFGs engineered their vehicles around it, rather than determining the actual number. That's what I think. I could be wrong.

Then I think some MFGs throw caution to the wind and ignore the classes altogether and give people what they want. The new Tacoma, for example. The base model curb weight is 4375#. The TRD Pro is 5100. It's a 725# swing. The payload only increases 450#, from 1230# to 1680# (that hybrid tech). But the GVWR is a massive 6780# for the TRD Pro, compared to the base model's 5605#.

Jeep could have done that. But they didn't.

I haven't dug into why certain models exceed the 6000# Class 1a GVWR number, but I assume in the case of the diesel, it's an exemption case with the EPA & FHA that a diesel engine & related components weigh X-amount more than comparable gas components but provide minimal emissions despite the weight and better MPGs.

Hold on - I found the US code:

For a product line with more than one GVWR, establish the characteristic GVWR value for the product line by calculating the arithmetic average of all distinct GVWR values less than or equal to 8,500 pounds available for that product line. The Administrator may determine that specific light trucks should be most appropriately placed in a different class or in the special purpose vehicle class as provided in paragraphs (a)(3)(i) and (ii) of this section, based on the features and characteristics of the specific vehicle, consumer information provided by the manufacturer, and other information available to consumers. (i) Small pickup trucks. Pickup trucks with a GVWR below 6,000 pounds.

So the disconnect is other than diesel and gas systems, axles (including lockers & sway bars) and transfer cases, all JTs are pretty much the same. If you take a JT diesel Rubicon and JT gasser Rubicon and only the powertrains are different, its logical to conclude that a gasser JTR could have the same GVWR as the diesel version.

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