Payload

[Andy578]

Things are changing, I go on a dealers lot and it's full of cc 5ft beds. The qc are slim Pickens. The cc 5ft beds are the new suv.

yeah i couldn't find a quad or even a longer bed. i don't mind having a crew since i carry a lot of crap back there but i would have liked a longer bed. only reason i bought the short bed is simply due to getting a good price otherwise i'd have ordered or went to another brand


in a few years i'll most likely end up going with a 2500 simply because they are much easier to find with longer beds

 

[Aries75]

Well it depends on your configueration. My 14 is 4wd and it has the 6900gvw. I know the big horn/ lonestar with the 8speed, 2wd also has the 6900gvw for 14, and for the 6950 that's reserved for the ecodiesel.

To OP I understand your pain. But 5 guys at 230 each is 1150. If I'm not mistaken ram gives you 150 for a driver(who really weighs 150) but that leaves you at 1000lbs so unless you have a larmie your looking at 500lbs for hitch weight ish it all depends on your configueration. And by your picture of looks like you do have a larmie so your crippled by the heavy interior. If you had a 2wdbig horn you would be looking at a payload of 1700 range. Giving you 700 for hitch weight or items in the bed.

Yea I do have a 4wd Laraime, couldn't get a vehicle with all the bells and whistle, especially since its what my wife drives to work everyday. Was almost close to getting the 1794 Edition Tundra but that another post, lol.

 

[mtofell]

The 2500 diesels mentioned a few posts back are the most underrated truck out there IMO. The rear axle on my old Duramax was rated at 6800# but I'd run out of payload at only a mid-sized 5th wheel.

To do it right and stay within the numbers for a mid/large 5th wheel a 3500 is what's needed. The super big 4+slide 5ths are up into dually land. You routinely see people towing one truck level too low at all levels of RVs.

I've towed 5+ combinations of trucks and trailers over the last 10 years ranging from a 1/2 ton with a popup to a Duramax with a 12,500# 5th wheel (yes, pushing it). You can do it with too little truck and survive.... it's just not enjoyable and relaxing like RVing should be. Nothing feels better than driving down the road having too much truck for the job.

Current setup is a 2014 6.4 Hemi towing +/- 8500#TT. My best guess of tongue weight would be around 1100#. Overall, I couldn't be happier with braking and overall stability while towing. My next truck will be another diesel though. The 6.4 gasser does just fine NOTHING beats the sound and feel of a diesel.

 

[6.7CumminsDrvr]

Well it depends on your configueration. My 14 is 4wd and it has the 6900gvw. I know the big horn/ lonestar with the 8speed, 2wd also has the 6900gvw for 14, and for the 6950 that's reserved for the ecodiesel.

I should have clarified, a '15 Laramie optioned exactly like my '14 (always window shopping while truck gets devices) now has has a 6900 GVW.

 

[spoon059]

WTH does a family of 5 do if they are in 1/2 ton. I know they are not running out buying a 2500. Just my frustrations with these numbers.

I did sell my Tundra and bought a Ram 2500 for this exact reason. We are a family of 4 with a 3 year old and a 10 month old. Our new trailer was right at the top end of the Tundra's capabilities and I wasn't comfortable stretching the numbers, especially because we take a 2000 mile round trip to Florida every winter.

Even that seems very screwy? To get into a trailer that heavy you generally are looking at a fiver or a gooseneck. A properly loaded out fiver should have between 15 and 20% pin weight. So on the low end of that figure 17,000lb x .15=2550lb you are already 350lbs overweight no one or anything in the truck. At 20% or 3400lbs you would be 1200lbs over with no one or anything in the truck.

The diesel eats into payload. The 2500 is class limited to 10,000 lbs. With the heavy diesel you have less payload, even though you have very high axle ratings. To get around this you can either buy the Hemi and get over 3000 lbs payload or pay a little bit more and get a 3500 that isn't limited by artificial GVWR numbers.

The 2500 and 3500 SRW are both rated to 17,000 lbs towing, the only difference is the payload rating is much higher on the 3500. If you go by the GVWR, the 2500 shouldn't be pulling too many 5th wheels. If you go by the axle ratings, the 2500 can tow just as well as a SRW 3500... Same axle, trans, engine, brakes, wheels (except the 17" standard wheels on the 2500), frame, etc.

 

[SouthTexan]

Even that seems very screwy? To get into a trailer that heavy you generally are looking at a fiver or a gooseneck. A properly loaded out fiver should have between 15 and 20% pin weight. So on the low end of that figure 17,000lb x .15=2550lb you are already 350lbs overweight no one or anything in the truck. At 20% or 3400lbs you would be 1200lbs over with no one or anything in the truck. If you are using a pintel hitch at 10% tongue weight or 1700lbs, now you can take maybe one or two paasengers (weight depending) and little or nothing else.

So in reality what do you have?

In reality he has a lot more payload in that truck than the 2,200 lbs he stated, but his truck is limited to a 10,000 lb GVWR because that is the limit of the Class 2B which all 3/4 ton trucks are in. Since his GVWR is maxed out to 10,000 lbs and the weight of his truck is about 7,800 lbs, then the math gives him a payload of 2,200 lbs even though the 2500 and 3500 diesel share the same frame, front axle, front suspension, rear axle, and brakes. The only difference between the two is rear suspension, and is a 500 lbs difference in GAWR with the 3500 being at 7,000 lbs RGAWR and the 2500 being at 6,500 lbs RGAWR.

Most states do not even care about the GVWR as long as you pay the licensing fee for said GVWR and your GAWR is within spec. Here in Texas, I can give my truck a higher than 10,000 lb GVWR if I pay the licensing for it which happens to be double the cost of a 10,000 lb and below truck. They do not give you tickets for going over a manufacturer's GVWR, but will ticket you if you are over what you licensed your vehicle for. However, finding a cop that would actually ticket you for that here is about about one in ten thousand. Even if you get into an accident here a lawyer cannot sue you if you are over your manufacturer's GVWR since it is GAWR that counts in the laws here and in many other states. So that 3,400 lbs you stated above is within the 6,500 lbs GAWR of his truck once you take out the 2,900 lbs for his base curb weight with a full tank of fuel.

So don't be fooled like most are in thinking these modern 3/4 diesels are actually limited to 10,000 lb GVWR. That is only for licensing, DOT FHWA classification, and EPA emissions certification.

 

[drittal]

Just made a dump run...

With half a tank of gas, me, my 6yr old daughter, 2 car seats, and 18lb dog we tipped the scales at ...

7180lbs. 2015 2500 Bighorn 4x4 6.4l. Leaving 2820 of a stickered 3108. Still would have to add 16g of fuel, a wife, and 3yr old to be ready to camp.

Alreasy lost almost 290lbs from available payload, 600 off ready to camp would be a low estimate, add a cooler and blocking and closer to 700, leaving me around 2400lbs available for hitch or pin weights per sticker.

A diesel with same load would be down around 1500.

Only way to know, is to weigh when you tow.

Stickers and curb weights and mfr specs are a reference. Thinking a 1/2T is ok because it has 1300 payload and 10,000lb max tow for your 9500gvw TT is likely foolish.

 

[bigschlief]

lol

This was my truck with 1500lbs of pea gravel and two passengers... It didnt complain too much about it but it aure was overloaded

And i use my truck regularly to haul drywall garbage and last week i had 1680lbs in it.

My next truck will be a hd i believe haha

 

[Ratket]

My 14 6.4 2500 doesn't even quit sit lvl with 2k in the bed.. it's still got a little stink bug to it.

 

[bigschlief]

My truck has a leveling kit on ot so that doesnt help eather.... I was looking at the statistics on the new 2500s and the 2500 with a 5.7 hemi has a substantially lower payload rating .
I think i read 2900 for a 5.7
And 3800 for a 6.4
I found it odd

 

[smurfs_of_war]

The GVWR for the 6.4 is 10k, the 5.7 is a fair bit lower. I honestly dont understand why though. Marketing to get more 6.4 out there I suppose.

Sent from my SM-G925W8 using Tapatalk

 

[bigschlief]

I would prefer the 5.7 due to the much lower gearing

 

[Skrap]

Well, I sure as hell don't have three other dude friends that I'd want to have in my truck and spend a week with in a single travel trailer. Sounds a bit **** to me. I guess I'd never have this problem.