Overweight - Legal - Safe - Weight Police.
Please don't flame me, beauty is in the eye of the beholder (weight that is).
I too have a Bighorn 3055RL and a 2000 Ford F250 SRW Diesel 4x4 Crew Cab long bed pickup. The specs show a CGVWR of 20000 and a GVWR of 8800 . My last loaded CAT scale weight was 20540 gross, 4700 steer axle, 5760 drive axle, and 10080 trailer axles. I was 540 over CGVWR and 1660 over GVWR. If you compare the differences of the 2000 F250 vs the 2000 F350 you will find three differences. First the badge, second, one of the rear leaf springs is stiffer (same number of leaves), and the rear pumpkin on the F250 is a Dana 50 vs a Dana 60 on the F350. If you compare the truck to the snow plow or camper versions you will probably find that only the springs are different.
I have a Hidden Hitch 18000 Signature Series hitch and have added Firestone air bags. The truck has 160,000 miles and has been virtually trouble free. The rig drives and pulls like a dream, level and no chucking. Steering is not light and and brakes well with a Tekonsha P3 brake controller. Tires, brake pads and rotors are new. Shocks and steering stabilizers are KYB Monomax Heavy Duty. With the above scale weights you will find that I am well within my E rated tire limits (3415 per tire) and well within my Ford axle weight limits front and rear. The only limits I have exceeded are the two stated above. I feel safe. I pull no faster than 60 and don't worry about my truck tires popping or axles breaking. The 4 truck disc brakes are identical to the 2000 F350.
In one of my past lives I was an air force pilot and flew several different heavy transport aircraft. I am quite familiar with things such as performance, weight and balance, braking action etc. I flew Lockheed C5 Galaxy's for over five years before and after the first gulf war and was operating and max gross weights of 840,000 lbs. With the energy and momentum at the speeds we operated you were well aware of flying and taxiing (like driving two thirds of a football field around on the ground). At times we needed balast for air refueling training so we would tie two 70,000 tractor trailers down in the belly.
Again, being safe, legal, responsible, old, bold, etc is in the eye of the beholder. Stretch the limits too far and Murphy will surely get you. I feel safer driving my rig than I did taking off at 840,000 lbs on a hot August night loaded with 180,000 lbs of jet fuel and 200,000 lbs of class "A" explosives.
I will finally retire (again) in three years and do realize I need a bigger truck. I am a great Toyota fan and hopefully Toyota will make available a three quarter or one ton diesel truck soon and I will return to Toyota. My youngest son works at the Toyota Tundra plant in Princeton, IN and tells me if I can hang on for a couple of years Toyota will make me happy!
Knowing the rules, limitations, weight ratings, et al makes us all much safer at what we do. Ignorance is not bliss and if we sometimes stretch the limits at least we are well aware that we are and can adjust for it. Those who totally disregard (because they are ignorant of the limits) them are the truly scary ones.
So, I think there are many of us who want or need more truck and will adjust when able. Drive safely, adjust for conditions, and enjoy life!
Steve S.
PS - Weight police don't flame me! Thanks.