2012Coleman
Florida
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Subscribed - waiting for the OP's scale info. I'm pretty sure he's trying to talk himself into it - even listed the type of oil in his trucks specs.
Experience without good judgment is worthless; good judgment without experience is still good judgment!
2018 RAM 3500 Big Horn CTD
2018 Grand Design Reflection 303RLS
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midwest
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totaldla wrote:
I question whether you understand what goes into payload capability. Do you think the frame is thicker? Do you think the sheet metal is stronger?
Just what sort of magic do you think goes into the payload rating?
They read it on the internet somewhere. Or someone told them. Therefore it's some sort of magical tell-all number.
How do they explain that a typical 2500 has the same components under the rear as it's sister 3500, yet the 2500 is somehow magically limited to 10000 pounds GVWR. Could registration regulations have anything to do with it ?
In my state, the highway patrol could care less what the payload or GVWR number is on that sticker. What they care about is whether the actual weight on the axle is within legal limits, and also, whether I am registered ( plates ) for the correct weight class. For instance on my little puny class one Frontier, I run a 12K plate, even though the truck, since it is class one, is "limited" to 6K. I have to run a heavier plate, because the truck regis also covers any trailer I tow.
Dana/spicer builds the rear axle assembly for Nissan. The axle is rated by them higher than what Nissan states as rear axle limit. Imagine that.
EDIT: how is it that GCWR is higher/lower depending on the differential gear ratio ? Hmmmm....enquiring minds want to know.
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Copperhead
Central Iowa
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Unless driveshaft components are beefed up accordingly, a taller ratio will put more stress on driveline so GCWR must come down.
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midwest
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2012Coleman wrote:Subscribed - waiting for the OP's scale info. I'm pretty sure he's trying to talk himself into it - even listed the type of oil in his trucks specs.
I suspect that sometimes the flip side of that is true as well. A fella thinks he needs ( wants ? ) a new 2500, but his dear wife says, you just bought that new 1500 last year or two years ago. Make it work.
So he goes to the forum, poses the question, and says, oh gee dear, look at this, 15 experts replied, 13 said I need a 2500. The yays have it.
She relents and says fine, go down to the chevy store and trade it in.
All of which is fine and dandy if you got the money to write the check for it. Hey it helps keep the economy rolling.
As is so often the case around here, the standard short answer is: "one ton dually".
Sounds good to me.... I've got one. Works well.
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midwest
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Copperhead wrote:Unless driveshaft components are beefed up accordingly, a taller ratio will put more stress on driveline so GCWR must come down.
The driveshaft on my F350 is the same part ( same part number ) irrespective of the final ratio. GCWR is 2500 pounds higher with 4.56 gear compared to my 4.10 gears.
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SoundGuy
S Ontario
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Joined: 02/11/2015
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2012Coleman wrote:Subscribed - waiting for the OP's scale info. I'm pretty sure he's trying to talk himself into it -
gmw photos wrote:I suspect that sometimes the flip side of that is true as well. A fella thinks he needs ( wants ? ) a new 2500, but his dear wife says, you just bought that new 1500 last year or two years ago. Make it work. So he goes to the forum, poses the question, and says, oh gee dear, look at this, 15 experts replied, 13 said I need a 2500. The yays have it.
She relents and says fine, go down to the chevy store and trade it in.
All of which is fine and dandy if you got the money to write the check for it. Hey it helps keep the economy rolling.
The OP said in his original post - "This year we are upgrading our camper, and I just acquired a used truck as well.
I want to see if anyone out there can think of anything that I might be missing out on. I want to keep my family as safe as I can.
My camper is 7250 dry, 8600 gvwr, with a tongue of 900 lbs."
All of which suggests he already owns both this truck and this trailer, which is a heck of a time to say - "I want to see if anyone out there can think of anything that I might be missing out on." If / when he realizes the solution is to replace his newly purchased 1/2 ton with a 3/4 ton OR replace the trailer with another that his 1/2 ton can safely handle then that's unfortunately the cost of not sufficiently researching before making these purchases. ![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/rolleyes.gif "rolleyes") One thing is certain though - he's not the first and certainly won't be the last. ![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/frown.gif "frown")
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Copperhead
Central Iowa
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gmw photos wrote:Copperhead wrote:Unless driveshaft components are beefed up accordingly, a taller ratio will put more stress on driveline so GCWR must come down.
The driveshaft on my F350 is the same part ( same part number ) irrespective of the final ratio. GCWR is 2500 pounds higher with 4.56 gear compared to my 4.10 gears.
Yep, made my point.
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troubledwaters
Potomac
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gmw photos wrote:...In my state, the highway patrol could care less what the payload or GVWR number is on that sticker. What they care about is whether the actual weight on the axle is within legal limits, and also, whether I am registered ( plates ) for the correct weight class... So in your state it's against the law to exceed the rating on your axle? What is the "legal limit" on your axle that the Highway Patrol cares about? What section of the law are they enforcing? Inquiring minds want to know!
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midwest
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troubledwaters wrote:gmw photos wrote:...In my state, the highway patrol could care less what the payload or GVWR number is on that sticker. What they care about is whether the actual weight on the axle is within legal limits, and also, whether I am registered ( plates ) for the correct weight class... So in your state it's against the law to exceed the rating on your axle? What is the "legal limit" on your axle that the Highway Patrol cares about? What section of the law are they enforcing? Inquiring minds want to know!
No, I didn't word that very well. They are concerned that we are within the weight limits per axle which has to do with roadway loading. Not the factory stated limit of a given axle of a vehicle.
In other words they could care less about your door sticker.
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Terryallan
Foothills NC
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gmw photos wrote:totaldla wrote:
I question whether you understand what goes into payload capability. Do you think the frame is thicker? Do you think the sheet metal is stronger?
Just what sort of magic do you think goes into the payload rating?
They read it on the internet somewhere. Or someone told them. Therefore it's some sort of magical tell-all number.
How do they explain that a typical 2500 has the same components under the rear as it's sister 3500, yet the 2500 is somehow magically limited to 10000 pounds GVWR. Could registration regulations have anything to do with it ?
In my state, the highway patrol could care less what the payload or GVWR number is on that sticker. What they care about is whether the actual weight on the axle is within legal limits, and also, whether I am registered ( plates ) for the correct weight class. For instance on my little puny class one Frontier, I run a 12K plate, even though the truck, since it is class one, is "limited" to 6K. I have to run a heavier plate, because the truck regis also covers any trailer I tow.
Dana/spicer builds the rear axle assembly for Nissan. The axle is rated by them higher than what Nissan states as rear axle limit. Imagine that.
EDIT: how is it that GCWR is higher/lower depending on the differential gear ratio ? Hmmmm....enquiring minds want to know.
I would only ask if you really know.? First the GCVWR is higher with a lower gear because. I'm thinkin it is because a lower gear can move more weight than a higher gear. Pretty sure of that. Being science and all. Plus it is highly likely that the lower gear higher rated gear has had one or two more processes done to it. Do remember. higher gears get better MPG, and lower gears pull more weight. Towing 101.
As for increasing the GVWR of a vehicle. again there are many, many things to take into consideration. Simply adding heavier tires, and stiffer springs as suggested just won't do it. After all when you changed tires, Did you upgrade the rims? Did you upgrade the hubs? How about the brakes, up grade them as well? How about the gearsets, up grade them as well? Not all the same you know. And not all vehicles even with the same ratio get the same rear gears.
After all two trucks sitting on the lot beside each other, even though they look just alike, have the same motor, Trany, and rear ratio can have different GVWRs by as much as 1000lbs. WHY? Because they do not have the same components all the way thru. and there is nothing you can do to raise the lower rated truck to the same GVWR of the higher rated truck. UNLESS, you want to totally rebuild the lower rated truck, right down to the Ring, and pinions in the rear end. Why would you want to do that?
How are ring, and pinions different you ask? Ford GM, Fiat / Ram , and on, and on, use the same ratio in different rated vehicles, but the ring, and pinion can be vastly different. Different processes make them stronger, less brittle. Higher rated vehicles get shot peened gearsets, some get Shot peened, hard drilled, and tapped and Phosphated. Lower rated vehicles get non shot peened, and no Phos gearsets.
So when you begin to try to change the GWVR of a vehicle. Be ready to go all the way, Or all you did in truth, was to lower the payload by adding weight.
Hope this helps your understanding of how vehicles can be rated differently.
Terry & Shay
Coachman Apex 288BH.
2013 F150 XLT Off Road
5.0, 3.73
Lazy Campers
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