Tow vehicle Tire pressure when off roading with trailer
- Thread starter mr45
- Start date
Robert Bills
Explorer
I use the same pressure as when offroading without the trailer.
If you are concerned about the impact of the tongue weight on the weight carrying capacity of the rear tires at lower pressures, have your rear axle weighed both with and without your trailer hitched and then then look up the capacity of your tires at particular pressures on the Tire and Rim Association Load and Inflation Table (may need some extrapolation) to determine whether or not you need to make any adjustment at offroad pressures due to tongue weight: https://toyotires-1524598101.netdna...ication_of_load_inflation_tables_20151020.pdf
If you are concerned about the impact of the tongue weight on the weight carrying capacity of the rear tires at lower pressures, have your rear axle weighed both with and without your trailer hitched and then then look up the capacity of your tires at particular pressures on the Tire and Rim Association Load and Inflation Table (may need some extrapolation) to determine whether or not you need to make any adjustment at offroad pressures due to tongue weight: https://toyotires-1524598101.netdna...ication_of_load_inflation_tables_20151020.pdf
old_man
Adventurer
That is kind of like asking what vehicle I should use. It depends on a ton of factors. On a stock tire, not heavily loaded you should be able to drop down 5-8 pounds to improve traction and smooth the ride.
I run 35x12.50x15's with three ply side walls. I drop down to 15-18 psi. On really tough stuff, I drop below 10 psi.
I run 35x12.50x15's with three ply side walls. I drop down to 15-18 psi. On really tough stuff, I drop below 10 psi.
I got hold of pressure loadcapacity list of Michelin , for different speeds , and for on track , and Mud/sand.
Rule of tumb is for on track 80% of the presssure needed for 65km/40m?/h.
For in Mud/Sand 50%! of pressure needed for 20km/12.5m/h.
For lower speed the tire is allowed more deflection so lower pressure for the same load.
And what its all done for is , to get no part of the rubber of tire a to high temperature so it hardens, and damages in next bendings by the deflections.
Probably in Mud/sand the rubber bends lesser then on hard surface, and so produces lesser heat.
Also the verry low speed of 12.5 m/h gives lesser cycles a second so lesser heatproduction.
The speeds I gave are then the maximum allowed speeds , higher gives tire damage.
Will give the 2 pictures of it from Michelin, mind its for high pressure E-load/10pr tires with pressure needed for maximum load up to 110km/68m/h of 6 bar/<>87 psi, will cal it AT-pressure furteron, and most of the tires are Standard load or XL/reinforced/Extraload P-tires with respectively 35psi and 41 psi AT-pressure . For those pressure the maximum load is calculated for up to 160km/99m/h.
But principle stays the same , and I determined of this and more, a system to chanche the loadindex 1 step for every 10 km/6,5m/h , higher speed > lower Loadindex, lower speed > higher loadindex. A rule of tumb but sertainly wont give to low pressures in the lower speeds as used for on track and Mud/Sand.
Then you only need to know the real weights on seperate tires, and you can calculate ( or let me do it) the needed pressure for on road, and take 80% of that for on Track and 50% of that for in Mud/Sand. Can give pretty low pressures for in Sand/Mud of even 0.7 bar/10 psi sometimes.
Greatings from a Dutch Pigheaded Selfdeclared Tirepressure-specialist.
Peter
Rule of tumb is for on track 80% of the presssure needed for 65km/40m?/h.
For in Mud/Sand 50%! of pressure needed for 20km/12.5m/h.
For lower speed the tire is allowed more deflection so lower pressure for the same load.
And what its all done for is , to get no part of the rubber of tire a to high temperature so it hardens, and damages in next bendings by the deflections.
Probably in Mud/sand the rubber bends lesser then on hard surface, and so produces lesser heat.
Also the verry low speed of 12.5 m/h gives lesser cycles a second so lesser heatproduction.
The speeds I gave are then the maximum allowed speeds , higher gives tire damage.
Will give the 2 pictures of it from Michelin, mind its for high pressure E-load/10pr tires with pressure needed for maximum load up to 110km/68m/h of 6 bar/<>87 psi, will cal it AT-pressure furteron, and most of the tires are Standard load or XL/reinforced/Extraload P-tires with respectively 35psi and 41 psi AT-pressure . For those pressure the maximum load is calculated for up to 160km/99m/h.
But principle stays the same , and I determined of this and more, a system to chanche the loadindex 1 step for every 10 km/6,5m/h , higher speed > lower Loadindex, lower speed > higher loadindex. A rule of tumb but sertainly wont give to low pressures in the lower speeds as used for on track and Mud/Sand.
Then you only need to know the real weights on seperate tires, and you can calculate ( or let me do it) the needed pressure for on road, and take 80% of that for on Track and 50% of that for in Mud/Sand. Can give pretty low pressures for in Sand/Mud of even 0.7 bar/10 psi sometimes.
Greatings from a Dutch Pigheaded Selfdeclared Tirepressure-specialist.
Peter
XZL's unless your running them are not a good guide..
It really depends.. i run 40 psi in my KM2's on the street and 15 PSI off road... regardless if your running dirt roads i would drop to 30Psi and call it good at that point... BUT.. it depends on which truck your driving, the conditions, etc..
basically adjust till the trailer is not bouncing and riding smooth.. it could be totally different than the truck.
It really depends.. i run 40 psi in my KM2's on the street and 15 PSI off road... regardless if your running dirt roads i would drop to 30Psi and call it good at that point... BUT.. it depends on which truck your driving, the conditions, etc..
basically adjust till the trailer is not bouncing and riding smooth.. it could be totally different than the truck.