New 5th Wheelers | Keystone Laredo and Dodge 2500

[RegardingEverything]

Greetings! We are excited to find this community and look forward to the support and wisdom of experienced RV’ers as well as stories and advice from newbies like us.

While we are new to 5th wheels, we are not new to RV-ing. Nearly ten years ago, we had a toy-hauler trailer and miraculously survived a wreck along an area in AZ known as “The B-Line.” This pass is known to have bad gusts, and our trailer swayed itself around and into a cemi truck in the lane beside it. Thankfully, the driver saw what was happening and accelerated out of the way as the truck/trailer spun into both guardrails. Truck and trailer were totaled, but nothing flipped and no serious injuries. We were ill-researched and ill-prepared... perhaps a bit ill-informed... we did not have sway bars. Must have sway bars.

We are recent empty-nesters... and we are in the process of selling our Arizona home to make this a full time adventure! We decided on a 5th wheel, excited for towing stability. We recently purchased the Laredo 380MB and are towing with a ‘18 Ram 2500 Diesel short-bed. Got the nifty sliding hitch to boot. Our first venture was a 12 hour trip up to Colorado, and the truck towed beautifully and we barely noticed the wind gusts.

Now, to learn how to park the dang thing.... :rolleyes:

[66joej]

Welcome to the forum from Radium Hot Springs BC.
Had a house in San Tan Valley so am familiar with the "B Line" HWY 87.
Very nice 5er but at 16000# GVWR seems a lot for a Ram 2500 with the diesel. Pin weight should be north of 3000#. YMMV

[travelin texans]

Welcome! We're not far from you, south of Casa Grande at Picacho Peak just off I-10.
We fulltimed for 10 years before buying our little place here. It's a great lifestyle & hope you enjoy it as much as we did.

[RegardingEverything]

Thank you! Happy to be here - and grateful for the concern as well. We did extensive research prior to purchase, and our particular model Ram’s towing capacity is over 17000 lbs with a hitch capacity just over 2500... This particular Laredo has a pin weight of 2,385. Took it up over some steep mountain passes with our first trip and it did great!

Very nice 5er but at 16000# GVWR seems a lot for a Ram 2500 with the diesel. Pin weight should be north of 3000#. YMMV

[notanlines]

Welcome to the forum from the Memphis area. I think most of the regulars on here will agree that experience is the best teacher and commend you for performing due diligence in your research before matching this new RV with your new tow vehicle.
I'm going to guess the sales people gave you good information before these purchases?

[RegardingEverything]

Thank you - They did ask the truck we were using, though they were careful to let us know they are unable to offer specific advice regarding towing capacity. We also researched directly through Dodge, and purchased a 5th wheel ready model.

[NevadaRich]

Welcome, been RVing over 20 years, just kind of new to Keystone

[CWSWine]

That 2385 is empty with nothing in it and not loaded ready to camp, Most of the storage in your 5er is forward of the axles which causes the pin weight to climb with every pound you load. Towing planner puts that at 3085 read to camp. That 17,000 towing rating is at a pin weight percentage of 15% and a stripped down truck you 5er could easy be 22 to 24 percent loaded ready to camp. This would be my advice because stubby pencil weights are not that accurate. I would stop by truck stop CAT scale and check out your weight ratings and make sure you're comfortable with the amount of weight you are going to be over your payload rating. You got some bad advice on your first RV and I think you got some bad advice again. Keep your family safe and the only way to know spends 11 dollars to make sure. You could even be over the tire ratings you never know till you weight it.

Niffty Hitch took more than the difference between 2385 and 2500 payload so you are over payload.



Greetings! We are excited to find this community and look forward to the support and wisdom of experienced RV’ers as well as stories and advice from newbies like us.

While we are new to 5th wheels, we are not new to RV-ing. Nearly ten years ago, we had a toy-hauler trailer and miraculously survived a wreck along an area in AZ known as “The B-Line.” This pass is known to have bad gusts, and our trailer swayed itself around and into a cemi truck in the lane beside it. Thankfully, the driver saw what was happening and accelerated out of the way as the truck/trailer spun into both guardrails. Truck and trailer were totaled, but nothing flipped and no serious injuries. We were ill-researched and ill-prepared... perhaps a bit ill-informed... we did not have sway bars. Must have sway bars.

We are recent empty-nesters... and we are in the process of selling our Arizona home to make this a full time adventure! We decided on a 5th wheel, excited for towing stability. We recently purchased the Laredo 380MB and are towing with a ‘18 Ram 2500 Diesel short-bed. Got the nifty sliding hitch to boot. Our first venture was a 12 hour trip up to Colorado, and the truck towed beautifully and we barely noticed the wind gusts.

Now, to learn how to park the dang thing.... :rolleyes:

[RegardingEverything]

Thank you - you are right. We absolutely want to be safe... and thought we had this all figured out - but the information seems to have been convoluted and a bit confounding. We are not going to be dry camping... and don’t plan on filling the water tanks. We also don’t carry anything other than ourselves and the dog in the cab. We’re sort of minimalists by nature... so that storage area only holds the necessities to level and safety roadside equipment. Thank you for your helpfulness - when we take it to be weighed - it is the total weight? The truck and trailer together?

[CWSWine]

Just do a quick check pull on to the scales even with the speaker. Push the button and say it personnel weight. They say OK and then go the building and pick up your weight ticket.

You will have three weight
Front Axle
Rear Axle
Trailer Axle

Add the weight of the Front Axle and the Rear Axle you should be less than 10,000 pounds for F250. The amount over 10,000 pounds is the amount you are over your payload.

Look at the Silver Tag in the door jam the should max weights for the Front and Rear Axle. Compare those to your weight ticket Front and Rear axle weights and should be less.

Take Trucks Axle Weights and divided them in half and check your sidewalls on your tires for weight rating and ensure you under those ratings.

You should be under all three weights.

If you want to know your real pin weight you can disconnect and weight the truck without the RV attached and the difference with the RV hook up and Unhooked is the pin weight. That a nice to know the number but above weights are the important ones.



Thank you - you are right. We absolutely want to be safe... and thought we had this all figured out - but the information seems to have been convoluted and a bit confounding. We are not going to be dry camping... and don’t plan on filling the water tanks. We also don’t carry anything other than ourselves and the dog in the cab. We’re sort of minimalists by nature... so that storage area only holds the necessities to level and safety roadside equipment. Thank you for your helpfulness - when we take it to be weighed - it is the total weight? The truck and trailer together?

[RegardingEverything]

Thank you so very much! We are going to go weigh this weekend!

[rhagfo]

Thank you so very much! We are going to go weigh this weekend!

Good luck with the weighing, you state you are minimalist and don't carry much in the TV. In addition you don't have much in the 5er.

So the 5er has a dry weight of 12,935# X 20% = 2,587# for a good dry pin, Keystone states 2,385#.

Minimalist so let's say 1,000# of stuff in the 5er so now the total weight is 13,935 X 20% 2,787# for loaded pin. If you have 6,000# Rear axle rating it will be close, if 265/70-17 tires 3,195# ea. capacity total 6,390#, so likely good there. If an optional larger tire extra margin. You are going to be over the "Magic" 10,000# GVWR for sure. I will state the TV does come stock from the factory with an exhaust brake.

I with the others await the CAT scale weight slip.

my money is that your will be close to 800# to 1,000# over the "Magic" 10,000# GVWR of our Ram 2500. You stated you did a 12 hour run to Colorado, and all was fine, so to continue is your choice.

http://news.pickuptrucks.com/2018/09/pickup-trucks-101-how-do-srw-2500s-and-3500s-differ.html

:hide:

[notanlines]

Tisha, if I might make a suggestion. There is a CAT scale at Love's truck stop at exit 62, I-10 just west of you. BEFORE you hook up for your trip, fuel up and drive on over and weigh your pickup. Just like rhagfo and CWS said, it is very easy. Pull onto the scale and bring your front wheels to the speaker. The scale is built in three sections. Your front tires should be on the front section and your back tires on the middle section. You can push the button on the speaker and the attendant inside will handle everything you need to know.
When you finally do hook up to go camping you can return to the scales, give the attendant $2.00 and weight again. This way you don't have to unhook and you can get back to us with the results. I don't believe most members are telling you NOT to tow over your limit, just that you should be aware of how far over you are so YOU can make the decision to tow overweight or to buy a larger truck.

[Snoking]

OP, did not state the trim level of his RAM 2500. Most have 18" or 20" rims and tires, with a 6500 RGAWR. He should be a little under that amount and 800-1000 over his 10K manufacturers GVWR for the truck. The fresh water tank if behind the trailer axles, when full, can actually reduce the pin weight.

Licensing. Arizona has fees for gross weight.


Gross Weight (lbs) Gross Weight Fee
up to 8,000------------$7.50
8,001 to 10,000-------36.00
10,001 to 12,000------63.00
12,001 to 14,000------103.00

OP should pay the $63/year to be legal. Az appears to be similar to Wa state in that they do not care about the manufacturers GVWR and license above it.

From ADOT:
What is a declared gross weight?
Gross weight is the sum of the empty weight in pounds of a motor vehicle combination (power unit and trailer) plus the weight in pounds of the load to be carried on the motor vehicle combination at any point in time. Customers declare the maximum gross weight at which they will operate their vehicle and then pay the corresponding fee as determined by the following table.

[CWSWine]

Washington state DOT came back and told me that you can not increase the GVWR and the DOT Classification by registering the truck over its GVWR and Class 2 DOT Class Rating to DOT Class 3 rating of over 10,000 GVWR. That was from the Legal Department of WDOT.

I don't think the lady behind the country at AZ DMV is certified to change the GVWR of a vehicle since DOT has very strict requirements on changing of GVWR after a vehicle is once titled including test requirements and engineering certifications. If they could do they verify that you do not exceed your Axle Ratings or Tire Ratings by assigning higher ratings.

Dot Requirements for increasing the GVWR is contained in 49 CFR 567.7

OP, did not state the trim level of his RAM 2500. Most have 18" or 20" rims and tires, with a 6500 RGAWR. He should be a little under that amount and 800-1000 over his 10K manufacturers GVWR for the truck. The fresh water tank if behind the trailer axles, when full, can actually reduce the pin weight.

Licensing. Arizona has fees for gross weight.


Gross Weight (lbs) Gross Weight Fee
up to 8,000------------$7.50
8,001 to 10,000-------36.00
10,001 to 12,000------63.00
12,001 to 14,000------103.00

OP should pay the $63/year to be legal. Az appears to be similar to Wa state in that they do not care about the manufacturers GVWR and license above it.

From ADOT:
What is a declared gross weight?
Gross weight is the sum of the empty weight in pounds of a motor vehicle combination (power unit and trailer) plus the weight in pounds of the load to be carried on the motor vehicle combination at any point in time. Customers declare the maximum gross weight at which they will operate their vehicle and then pay the corresponding fee as determined by the following table.

[Snoking]

Washington state DOT came back and told me that you can not increase the GVWR and the DOT Classification by registering the truck over its GVWR and Class 2 DOT Class Rating to DOT Class 3 rating of over 10,000 GVWR. That was from the Legal Department of WDOT.

I don't think the lady behind the country at AZ DMV is certified to change the GVWR of a vehicle since DOT has very strict requirements on changing of GVWR after a vehicle is once titled including test requirements and engineering certifications. If they could do they verify that you do not exceed your Axle Ratings or Tire Ratings by assigning higher ratings.

Dot Requirements for increasing the GVWR is contained in 49 CFR 567.7

I think you were asking a different question than using a vehicle on the road and paying the weight fees to do that. Washington State routinely license pickups at weights that are higher than the manufacturers GVWR.

Washington State takes the tare weight of the truck times one and one half and then rounds up to the next even K. My 2001.5 8800GVW RAM was licensed to 12K. My 2015 with 11,700 GVWR is licensed to 12k and I can pay a little more and license it to 14K. Which allows me to operate it at those weights, as long as I do not exceed the bridge weight laws referenced in (a) and (b) below. No pickup is going to exceed these laws. States like Wa and Az collect weight fees based of the load hauled. If stopped you are normally directed to go purchase the addition tonnage in Washington according to our resident commercial hauler on the forum. Again, thing declared weight and fees paid.

RCW 46.16A.455
(3) Motor truck, road tractor, truck, and truck tractor - exceeding six thousand pounds empty scale weight. Every truck, motor truck, truck tractor, and tractor exceeding six thousand pounds empty scale weight registered under this chapter or chapter 46.87 RCW must be licensed for not less than one hundred fifty percent of its empty weight unless:
(a) The amount would exceed the legal limits described in RCW 46.44.041 or 46.44.042, in which event the vehicle must be licensed for the maximum weight authorized for the vehicle; or
(b) The vehicle is a fixed load vehicle.

(a) and (b) deal with wheel base and tire width, think federal bridge weight laws.

[CWSWine]

Like the legal department of WDOT told me that the state doesn't change the GVWR of the vehicle and the limitations put on the vehicle manufacturer still have to be followed. Sorry, you can register your F150 for 14,000 Class 3 truck and make it legal.

I think you were asking a different question than using a vehicle on the road and paying the weight fees to do that. Washington State routinely license pickups at weights that are higher than the manufacturers GVWR.

Washington State takes the tare weight of the truck times one and one half and then rounds up to the next even K. My 2001.5 8800GVW RAM was licensed to 12K. My 2015 with 11,700 GVWR is licensed to 12k and I can pay a little more and license it to 14K. Which allows me to operate it at those weights, as long as I do not exceed the bridge weight laws referenced in (a) and (b) below. No pickup is going to exceed these laws. States like Wa and Az collect weight fees based of the load hauled. If stopped you are normally directed to go purchase the addition tonnage in Washington according to our resident commercial hauler on the forum. Again, thing declared weight and fees paid.

RCW 46.16A.455
(3) Motor truck, road tractor, truck, and truck tractor - exceeding six thousand pounds empty scale weight. Every truck, motor truck, truck tractor, and tractor exceeding six thousand pounds empty scale weight registered under this chapter or chapter 46.87 RCW must be licensed for not less than one hundred fifty percent of its empty weight unless:
(a) The amount would exceed the legal limits described in RCW 46.44.041 or 46.44.042, in which event the vehicle must be licensed for the maximum weight authorized for the vehicle; or
(b) The vehicle is a fixed load vehicle.

(a) and (b) deal with wheel base and tire width, think federal bridge weight laws.

[Snoking]

Like the legal department of WDOT told me that the state doesn't change the GVWR of the vehicle and the limitations put on the vehicle manufacturer still have to be followed. Sorry, you can register your F150 for 14,000 Class 3 truck and make it legal.

I think you made a little typo there.

That aside, define "legal". Federal Bridge weight laws? Paying the state fee for the weight hauled?

Post a Washington RCW or federal law that one violates being over a vehicles manufacturers GVWR please.

[Snoking]

Here is a post forum another forum where a retired state weigh master explains it.

"
Question: My concern is the legal aspect of being so close, or barely above the legal limit.

His answer: Legally there is no difference between an F-250 and an F-350. The manufacturers do not set the legal limits. That's what your legislature does. The 10,000 lbs you referred to is not a legal weight restriction. Ford, GMC, Chevy, Dodge nor any other truck maker determines legal weight. They don't make the laws.
Generally, the legal weight limits are 20,000 lbs on a single axle. You're not anywhere close to the legal limit with your 5er nor will you be with either the F-250 or F-350.
Some states register vehicles based on the weight they haul. For example, if you register your truck for 10,000 lbs then that's the max weight you can haul. But if you want to haul 14,000 lbs then you buy registration for the increased weight.
But in either example, the manufacturer has nothing to do with either."

In another post he wrote:

"You guys keep quoting GVWR. Obviously neither of you understand that GVWR is not actual weight. GVWR is Gross Vehicle WEIGHT RATING. A rating. Not actual weight."

[CWSWine]

OK I understand now. You just go onto a car lot ask which truck is the cheapest and buy it heck with manufacture specs. Then just down to the DMV and pay for specs you need to tow your RV. Interesting way of doing things and don't think that way it's done.

So I buy my F150 and register for 14,000 and good go and no legal problems what so ever. Hmmm

Here is what GVWR is:


By Bob Raybuck
Director of Technical Services
NTEA
Often, GVWR and gross vehicle weight (GVW) are thought to be the same, but they are not. A truck’s GVWR is the maximum weight rating established by the chassis manufacturer. GVW is the total weight of the truck and payload at a point in time.

There’s a common misconception that a truck’s GVWR is determined by adding gross axle weight ratings (GAWRs) together for all axles. Although this was a common way of calculating GVWR many years ago, it’s no longer an accurate method. The chassis manufacturer task of establishing a vehicle GVWR is much more difficult today due to advancement of safety system standards and how vehicles meet these requirements. This is why many trucks have a GVWR much lower than the combined axle ratings. It is not uncommon for a truck with a GVWR of 19,500 pounds to have a front axle rated at 7,500 pounds and a rear axle rated at 14,700 pounds. Safety standards that apply to braking, vehicle stability, and chassis manufacturer internal standards for durability, dynamic stability and handling can restrict GVWR even though the sum of the axle ratings exceeds 22,000 pounds. In this instance, the OEM set the GVWR at 19,500 pounds based on test results and vehicle dynamic performance to ensure a safe, reliable truck.
‘
.
.
“As a company or fleet, you’re placing your employees in these vehicles. It is very important to company wellbeing and employee safety to make sure the trucks you purchase are designed for their intended purposes, and GVWR and GCWR are specified properly for safe, efficient operation.”

By Bob Raybuck
Director of Technical Services
NTEA

https://drivewyze.com/blog/trucking-industry/role-gvwr-gcwr-specifying-work-trucks/

https://www.ntea.com/NTEA/Member_benefits/Industry_leading_news/NTEANewsarticles/The_role_of_GVWR_and_GCWR_in_specifying_work_truck s.aspx


https://www.usspecial.com/2018/01/page/13/

http://procontractorrentals.com/pages/News-01_30_18-NTEA-shares-truck-rating-considerations.php

[CWSWine]

That good to know that "The manufacturers do not set the legal limits." Since the 'Manufacture GVWR and the Manufacture GAWR" are both listed on the "Federal Safety Compliance Certification Label" are all manufacture ratings and the legal limit is 20,000 pounds on my F150 axles. Heck with Manufacture Ratings they put on tires since they Manufactures can't set legal limits.

I don't think that is correct information and also dangerous information that you can register the weight you need to haul and don't pay any attention to Manufacture Specs.


Here is a post forum another forum where a retired state weigh master explains it.

"
Question: My concern is the legal aspect of being so close, or barely above the legal limit.

His answer: Legally there is no difference between an F-250 and an F-350. The manufacturers do not set the legal limits. That's what your legislature does. The 10,000 lbs you referred to is not a legal weight restriction. Ford, GMC, Chevy, Dodge nor any other truck maker determines legal weight. They don't make the laws.
Generally, the legal weight limits are 20,000 lbs on a single axle. You're not anywhere close to the legal limit with your 5er nor will you be with either the F-250 or F-350.
Some states register vehicles based on the weight they haul. For example, if you register your truck for 10,000 lbs then that's the max weight you can haul. But if you want to haul 14,000 lbs then you buy registration for the increased weight.
But in either example, the manufacturer has nothing to do with either."

In another post he wrote:

"You guys keep quoting GVWR. Obviously neither of you understand that GVWR is not actual weight. GVWR is Gross Vehicle WEIGHT RATING. A rating. Not actual weight."

[CWSWine]

Here are couple more easily verifiable facts.

If you trucks is rated to carry say tow 17,000 pounds SAFETY by SAE J2807 it must be able staying under both the GVWR and the GAWR of the truck. Here is my reference:

"5.4 GVWR/Rear GAWR and Tongue Weight/Kingpin Weight Considerations:
The tow vehicle shall be able to accommodate appropriate trailer tongue without exceeding Rear GAWR and/or GVWR.e and/or kingpin weight to attain a particular TWR Required minimum conventional trailer tongue weight shall be 10% of TWR and required minimum fifth wheel or gooseneck trailer kingpin weight shall be 15% of TWR."
TWR = Trailer Weight Rating
http://fifthwheelst.com/documents/tow-test-standards-2016-02.pdf

Here is another one that listed in the tow guides and the truck's manual you carry in your glove box.

“5th-Wheel Towing Notes:
This information also applies to models with pickup box delete option (66D). Trailer kingpin load weight should be 15% of total loaded trailer weight. Make sure that the vehicle payload (reduced by option weight) will accommodate trailer kingpin load weight and the weight of passengers and cargo added to the towing vehicle. The addition of trailer kingpin load weight, and the weight of passengers and cargo, must not cause vehicle weights to exceed the rear GAWR (Gross Axle Weight Rating) or GVWR (Gross Vehicle Weight Rating). These ratings can be found on the vehicle’s Safety Compliance Certification Label”
On Page 30
https://www.ford.com/services/assets/Brochure?bodystyle=Truck&make=Ford&model=SuperDuty&year=2018

This was sent to me by the GMC Fleet Manager when I ask about exceeding the GVWR of my GMC truck.

You may not give much thought about those figures while making short trips or carrying a couple of small items, but when it comes time to load your GMC with lots of passengers or cargo, it’s important to keep your GMC’s GVWR in mind. Failure to do so may result in you exceeding the GVWR and overloading your vehicle.

Overloading your truck or SUV can carry severe consequences, including:

Broken springs and suspension components due to excess weight
Brakes unable to stop the truck or SUV in a timely manner
Transmission and other driveline components may overheat and sustain serious damage
Unusual suspension behavior, making the vehicle hard to control
Tire temperatures rising to elevated levels, potentially leading to a blowout

https://www.gmc.com/gmc-life/how-to/understanding-gross-vehicle-weight-rating

[RegardingEverything]

Well friends...

First and foremost, I am incredibly grateful for all of the helpful advice and wisdom offered. I spent most of Friday scouring various forums and other sources for additional information as I was terrified about the choices we made, concerned for safety and contemplating what on earth we would do. I quickly realized just how contentious this topic is. Rightfully so. If you see someone headed toward a situation you believe could be dangerous to them and people around them, the most humane and kind thing to do is speak up... however I also saw how quickly posts related to weight often seem to have a way of morphing into a black-hole of frustration, condescension and downright anger. I’m grateful that has not happened on this thread, however I am afraid it still could and that is something I will do my best to avoid for my own mental peace. I actually debated responding because I feared exacerbating any friction, but we feel incredibly indebted to those of you who took your time to respond so kindly and thoroughly. We learned so much from you and I wanted to let you know how things went.

Ironically, as we were on the highway heading to the CAT scales with my heart in my stomach over whether our truck was going to break in half or our back tires were going to burst (I can be a bit catastrophic with my anxieties) and over the possibilities waiting for us on the scale, a GM250 with low-profile tires cruised past us towing a triple-axle toy-hauler with a sand-rail trailered behind that! People do make... interesting... choices... but who am I to judge considering where/why we are going. Sadly, he was pulled off to the side of the highway a little further up and a distinctly burnt smell hung heavy in the area. Ugh. My heart hurt a bit for him — but how good it’s just the truck that’s injured and not a person or people.

Anywhoo, we had our weigh-in and found we were far under what I’d been invisioning, and we are comfortable with where we are in relation to axle-rating, pin and GVWR. I was actually pleasantly surprised. Though we’ve been planning on replacing the truck’s tires anyway, we found the current ones have a capacity far higher than the weight they were holding.

Knowing what we know now, would we have purchased the same TV/5er combo? No... because I prefer plenty of wiggle-room and we don’t have much of it with this set-up. Thanks to your kind assistance and our weigh information, we will be conscientious about where/what we load in the 5th and in the TV. (Look at me... using acronyms and whatnot... I actually had to look up what TV was... knew it couldn’t be television :lol:) We believe we are capable of safely and responsibly traveling with what we have until such a time we decide to/are able to upgrade. Just no wiggling.

Thank you all again. Definitely got more than I could have anticipated out of an introductory forum - but we are so grateful for the help and information and we’re better for it.

Happy travels friends.

[sourdough]

I'm glad your weights turned out satisfactorily; I expected they wouldn't. A trip to the scales is mandatory IMO when you are towing what you suspect is close to your limits. I, like you, like to have "wiggle room" and not be at the limits of any of my weights. Good luck, happy camping and keep an eye on what you load.:)

[notanlines]

Good for you! Literally! It makes a trip more enjoyable knowing your equipment is built to handle what's coming. Don't be a stranger.

[66joej]

Good to hear!
And by the way we love your part of the world, in the winter that is.

[ctbruce]

Now that that is behind you go have some fun!

[Snoking]

Thank you all again. Definitely got more than I could have anticipated out of an introductory forum - but we are so grateful for the help and information and we’re better for it.

Happy travels friends.

Glad you got it figure out after all the ..

https://i.gifer.com/7Iik.gif

Chris

[Wireman134]

Thank you! Happy to be here - and grateful for the concern as well. We did extensive research prior to purchase, and our particular model Ram’s towing capacity is over 17000 lbs with a hitch capacity just over 2500... This particular Laredo has a pin weight of 2,385. Took it up over some steep mountain passes with our first trip and it did great!

Payload capacity is 2,500lbs.? Dry pin weight 2,385lbs. is just that dry weight not anything in the trailer. Payload capacity just over 2,500lbs. includes hitch, passengers and all cargo. You are at max payload capacity with that 2500 Diesel with a empty trailer. You need a 3500 SRW at minimum.

[Wireman134]

Good way to silence this thread. No way in hell your under GVWR or payload capacity ready to roll.

[itat]

OP didn’t say explicitly that they are under their truck’s GVWR or it’s axles ratings, just that it’s not as bad as they anticipated and that they are comfortable with the actual weight numbers and the tires are not overloaded. No sense in debating this any farther.

[Frank G]

Pulling a 40ft, 15K trailer is 1ton Dually territory. With the dynamics of a trailer that size the stability of a SRW makes no sense.

[roadglide]

Not to worry upgrade tires get air bags and enjoy your ride. I have seen crazy rigs just go to quartzsite Az. I have been over loaded for years with the same fiver with tv 2013 2500 duramax , the biggest difference is the yellow sticker and heavier tires and more power ,I still have air bag .

[rhagfo]

Good way to silence this thread. No way in hell your under GVWR or payload capacity ready to roll.

OP didn’t say explicitly that they are under their truck’s GVWR or it’s axles ratings, just that it’s not as bad as they anticipated and that they are comfortable with the actual weight numbers and the tires are not overloaded. No sense in debating this any farther.

I don’t think the OP is overly concerned about being over GVWR, likely not over rear axle and stated tires are within weight .
He also stated his first trip was a 12 hour drive and all was fine. His TV has all the same running gear and brakes both service and exhaust.