(HRL) "Better traction for the rear wheels DEFINITELY helps the stopping ability, especially since the rear brakes are designed to stop a truck with a full load (or an overload) in the bed."
Until the momentum rolls the weight forward, then all bets are off. Adding more weight means more weight to stop, I'd like to see the empirical data on the addition of weight versus stopping data and find out when this function would reverse itself.
While there is an upper limit of total weight which can be added to a vehicle before momentum exceeds the stopping ability of stock brake design, if the weight is added anywhere behind the rear axle, tire slippage on the pavement will be decreased. Its all about increasing downward force, resulting in increased friction.
That is how the sleds work in tractor pulls. As the sled is pulled down the track, the weights are mechanically moved forward, imparting increased downward force directly over the skid plate, thus increasing friction between the bottom of the sled and the ground.
For our application, it would be best to place the weight as close to the rear bumper as possible. This will allow the least amount of weight needed to gain friction where the tires meet the road. Keeping the amount of weight added to the truck at a minimum will address the issue which sstock has illustrated as a real problem if too much weight is added (if I am reading him correctly).
Carl
