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Old 04-23-2014, 03:49 PM   #141
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All they can do is plan for typical usage. I've seen the vehicles tipped to their side, I've seen a minivan with the seats out and what must have been a ton on wood in the back.

But when they design it, the marketers say we need a van that seats seven. They plan it around average, anticipated use. They can't account for ignorance unfortunately.
I still in no way will ever buy the payload ratings when a Camry and a minivan have as much as many 1/2 ton trucks and more than some. I think I hear you saying that the post a high number on the minivan because they assume ideal weight distribution but post a low number on trucks because they assume worst case load distribution. Basically, on 1/2 ton trucks in particular, the GVWR is only climbing at approximately the same rate as it is being accumulated from heavier components, resulting in no or very modest net gains in capacity. Vehicles that don't even have frames have higher load capacities than many 1/2 ton trucks!!!
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Old 04-25-2014, 04:14 AM   #142
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I would love to have a diesel, but my problem has nothing to do with pulling. My problem with having a diesel is: I work overnite 11p-7a. I can't plug in my vehicle at work: (Govt wont spring for the electricity). I live in South Dakota where it quite often gets -30 in the winter overnite. I am afraid my vehicle would never start in the winter. Does anyone else have any cold weather experiences with diesels starting in the extreme cold without being plugged in?
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Old 04-25-2014, 05:14 AM   #143
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Lots of the Ram 1500s have coil springs in rear for some reason and that has no where near the load capabilities of leaf springs
Actually, there were very specific reasons why Chrysler put coil springs in the rear suspension of their 1/2 ton trucks. And, pretty much the same logic applies to Chrysler's recent production of 3/4 ton Ram trucks with... coil spring in the rear! Coil springs can be engineered to match or exceed the load carrying capacity of leaf springs. One only need ponder the cars of a passing freight train to truly appreciate the load carrying capacity of a coil spring.

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Old 04-25-2014, 05:36 AM   #144
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Does anyone else have any cold weather experiences with diesels starting in the extreme cold without being plugged in?
Old man winter spends six or more months of the year up here. Subsequently, I know a lot of folk that employ something of this nature for their diesel powered pick-me-ups:

Espar - Coolant Heaters - Eberspšcher
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Old 04-25-2014, 07:01 AM   #145
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I had a 2010 F150. Supercab..5.4..3.55 limited slip..that would tow my 2012 Cougar high country ,2 slide out 5th wheel, dry weight 7,700 lbs @ 9 mpg...when loaded..i didn't care for the feel of the truck ..as someone in front of me hit their brakes in stop & go traffic on the freeway. Fast forward 2 years..I now have a Ford Motor Co .."Executive turn in" F250 supercab diesel 6.7...it had 3,300 miles on it and cost what a well equipped F150 would have cost me.. IF NEW .and ..I now have a 2014 prime time crusader 325 5th wheel 10,300lbs dry weight... So glad I made the switch ...13 mpg on the freeway @65 mph..
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Old 04-25-2014, 07:13 AM   #146
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Originally Posted by kandl View Post
Old man winter spends six or more months of the year up here. Subsequently, I know a lot of folk that employ something of this nature for their diesel powered pick-me-ups:

Espar - Coolant Heaters - Eberspšcher
x2!
Espar makes some amazing products. I use another model from Espar to heat the cabs and sleepers of semi's. These things use extremely little battery power and less than a gallon of fuel in a 10hour period. They are pricey but depending upon your needs can be well worth it.
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Old 04-25-2014, 09:06 AM   #147
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Actually, there were very specific reasons why Chrysler put coil springs in the rear suspension of their 1/2 ton trucks. And, pretty much the same logic applies to Chrysler's recent production of 3/4 ton Ram trucks with... coil spring in the rear! Coil springs can be engineered to match or exceed the load carrying capacity of leaf springs. One only need ponder the cars of a passing freight train to truly appreciate the load carrying capacity of a coil spring.

Coil and leaf springs have been around for ages. Why is it that leaf springs have always been the preferred type for rear axles on trucks? My understanding is that coil spring setups are more prone to rocking side to side. I am thinking that Dodge even specifically states not to install truck bed campers on theirs because of this. Also seems like the payload ratings on the Dodge 1500 took a dive when going to coil springs??? Not sure about the 2500.
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Old 04-25-2014, 09:11 AM   #148
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Coil and leaf springs have been around for ages. Why is it that leaf springs have always been the preferred type for rear axles on trucks? My understanding is that coil spring setups are more prone to rocking side to side. I am thinking that Dodge even specifically states not to install truck bed campers on theirs because of this. Also seems like the payload ratings on the Dodge 1500 took a dive when going to coil springs??? Not sure about the 2500.

My 1500 is one of those that's not recommended for truck campers, but I assumed that was due to the Ramboxes. Despite being not recommended, elsewhere in my paperwork is documentation for how to ensure a truck camper's centre of gravity is directly over the rear axle.
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Old 04-25-2014, 09:18 AM   #149
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My 1500 is one of those that's not recommended for truck campers, but I assumed that was due to the Ramboxes. Despite being not recommended, elsewhere in my paperwork is documentation for how to ensure a truck camper's centre of gravity is directly over the rear axle.
Maybe they're saying, "We don't recommend it, but if you're gonna do it anyway, here's howÖ"
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Old 04-25-2014, 09:46 AM   #150
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Actually the Ram rear suspension is much more than coil springs, its four link with a panhard bar. Its a very good suspension much better than a leaf springs.
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