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Old 10-01-2018, 02:11 PM   #21
alpo
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I watched the video mentioned above and have read all the feedback I have received. My next step I guess will be going to a Scale with the Truck loaded up gas and all (except for the Hitch, I can get that weight easy enough and it is solely associated with the Rear Axel). From multiple sources it appears the Max Cargo/Pin Weight is only a manufacturing guideline (a fudgery as they assume certain factors), the more Legal DOT limitations are associated with the GVWR, GAWR, and GCWR weights. Having the actual “weighted up” number for the Truck (total as well as by axel) with an estimated Hitch Weight I will have a pretty good idea of 5th Wheel Trailer limitations. I know where there is a CAT Scale, does anyone know how much they charge to Weigh a truck I could not find hat information on he Web. Now I have to take on the daunting task of removing the ARE Cap on the back, pretty heavy for a retired guy and his wife (but we have done it).
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Old 10-01-2018, 02:21 PM   #22
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Just came back from Vancouver Island and stopped at CAT scale in Hope BC cost was $12 cdn. for first weigh. Only did the one so not sure of reweigh cost.
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Old 10-03-2018, 12:05 PM   #23
KimNTerry
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last CAT scale for me 9/7/2018 was $11.50 first weigh
and $2.00 for the second weigh.
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Old 10-04-2018, 08:56 AM   #24
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Move up in truck

This is why I recently traded in my 3/4 ton Ram for a 1 ton dually Ram, because of payload issues. My previous Ram only had a payload of 1882, which was ok for bumper hitch trailers or small fifth wheels, but not what I wanted, which is now a large fifth wheel. I am now at 5600 payload, with 30000 pound total trailer. Big diffetence.
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Old 10-04-2018, 10:42 AM   #25
YstoneWY
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Truck Capabilities...

Pin weight is factory determined and is not loaded... what it weighs loaded is greatly determined by how much baggage and equipment you carry... try to balance over axles... take to a truck stop and weigh all truck and trailer axles to determine actual weights. Do not exceed axle and tire max!!!
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Old 10-04-2018, 12:22 PM   #26
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Originally Posted by rbrdriver View Post
This is why I recently traded in my 3/4 ton Ram for a 1 ton dually Ram, because of payload issues. My previous Ram only had a payload of 1882, which was ok for bumper hitch trailers or small fifth wheels, but not what I wanted, which is now a large fifth wheel. I am now at 5600 payload, with 30000 pound total trailer. Big diffetence.

Same boat, different vehicle. Went from F250 with 2080 cargo capacity to F350 DRW with 5496 payload and 36,000 lb GCWR.


Night and day in the towing a fiver between the two and feel more relaxed going down the road.
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Old 10-04-2018, 05:07 PM   #27
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You’ll always find that a diesel 3/4 ton truck has a significantly lower payload number than an equivalently equipped 3/4 ton gasser. My 2016 F-250 gasser has a payload number of 2621# which should fine for a smaller 5er like the Flagstaff Classic Super Lite 8529RLS, but might still be close.

RAM trucks are known for lower payload numbers across the board compared to Fords and GMCs.
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Old 10-04-2018, 07:05 PM   #28
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Quote:
Originally Posted by rbrdriver View Post
This is why I recently traded in my 3/4 ton Ram for a 1 ton dually Ram, because of payload issues. My previous Ram only had a payload of 1882, which was ok for bumper hitch trailers or small fifth wheels, but not what I wanted, which is now a large fifth wheel. I am now at 5600 payload, with 30000 pound total trailer. Big diffetence.
Same here. I traded in my SRW F350 (payload 3500 lbs) for an F350 DRW. New payload is around 5400 lbs. The new trailer with the SRW F350 would have put us over on payload by about 500 lbs and over the truck's 5th wheel towing capacity rating by 1000 lbs. We drive over too many mountain passes for me to have wanted to upgrade the trailer without the truck. The dually pulls the new and considerably heavier trailer much more smoothly and comfortably than the SRW 350 pulled the Fusion 300.
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Old 10-05-2018, 09:33 AM   #29
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Here is what I learned when I was in the same situation and ended up upgrading my F250 to an F350 just to get the correct sticker on my door. The F250/2500 series of trucks have an artificial GVWR of #10,000. This was a teamster/political decision years ago to prevent small trucks taking away business from truckers. It makes little difference how strong the engine, transmission, suspension are, you'll be limited to #10,000 and there is nothing aftermarket you can do to change that.

They only difference between my F250 and F350 was one left spring and a spacer block on the rear axle. But GVWR went from #10,000 to #14,000. So it's not usually a question can the truck do it safely, but can it do it legally. I pulled sevsevwithe al years with the F250 with zero issues and felt very safe, but then found out l had been ~#1000 over limit the whole time. I upgraded only to be legal.
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Old 10-07-2018, 08:01 PM   #30
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Quote:
Originally Posted by itat View Post
You’ll always find that a diesel 3/4 ton truck has a significantly lower payload number than an equivalently equipped 3/4 ton gasser. My 2016 F-250 gasser has a payload number of 2621# which should fine for a smaller 5er like the Flagstaff Classic Super Lite 8529RLS, but might still be close.

RAM trucks are known for lower payload numbers across the board compared to Fords and GMCs.
I think you have not keep up with payload ratings on 250/2500 and 350/3500 SRW.

Yes, a Ram 2500 CTD will suffer from the 10,000# GVWR cap and the 1,100# CTD engine. It will pull and carry every ounce of the payload easily and then some.

Step up to a Ram 3500 SRW and you can get a 12,400# GVWR with the SRW, which I believe is the highest GVWR for 350/3500 SRW.
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Old 10-08-2018, 05:41 AM   #31
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^^Yeah my 2016 Ram Cummins 3500 SRW Laramie 4x4 crewcab had a payload of 4016#.
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