"Last week I purchased new E rated tires for my
F150. Went with the BF Goodrich KO2 (275/65/18) and so far I'm very
happy with them. These are larger than the tires that came from the
factory (265/60/18). I have a quick question.
"The tire shop originally put the PSI at 35 based on the door sticker,
but after reaching out to BF Goodrich they suggested 45 PSI for everyday driving. They didn't give any recommendations
for tire pressure while pulling a trailer since there are so many
variables like trailer size, weight and cargo. The tire shop suggested
going to 50 pounds and then deflating back down after the trip. I'm
just curious if others actually bump up their PSI while towing, and have
you noticed a difference in doing this? Just trying to figure out if
there is a benefit to doing this.
Some important information is missing, so let's identify our assumptions:
1. We are talking about the tow vehicle tires - the F150.
The original poster didn't identify the OE (original equipment) tires as being P type or LT type. This makes
a major difference and providing that information up front will eliminate guesswork for those trying to help with the answer. With a 35 psi door jam sticker number, I
suspect the OE tires are Passenger type and the replacement tires are LT type.
3. Since it is the air pressure and not the
tire construction that supports the load on a tire, buying LR-E (80
psi) tires when you never run higher than 65 (LR-D) would be a waste of money. Also if you are changing from P type tires with a max inflation of 36 to 41 you need to confirm the wheels are rated for higher load and inflation of LT tires.
The door jam pressures are based on the car company making some
estimates on how much and how often you have the vehicle empty or fully
loaded. You might check the owners manual and see if they give an empty
and loaded tire inflation suggestion. The inflation in the OE tires is what is needed to support the GAWR but few people run that heavy all the time with their pickup.
5. I suggest you get the F150 on
some truck scales when empty and again when fully loaded with the
trailer also fully loaded, and learn the real facts of the various axle
loads under both conditions.
6. Knowing the real loads, you can use
the tire Load & Inflation tables to learn the MINIMUM cold inflation
pressure for the F150 for the two situations. I suggest you use a margin of
+10% of the table inflation to establish your CIP (cold inflation pressure). See other posts on weight and inflation if you need more details.
7. Trailer tires are a completely
different situation and should always be inflated to the tire sidewall
inflation. You should also run no more than 85% of the trailer tire max
load rating when on a scale. Cornering, sway and side wind loads have
been shown to shift loads side to side by 10% or more. Also the Interply
Shear on tires in trailer application needs to be considered as this is
a major contributor to trailer tire belt separations.
Hope this info helps clarify.
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