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Old 03-11-2020, 12:33 PM   #21
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Originally Posted by acadianbob View Post
Scoff about payload if you will but the facts are that a 3/4 ton has different springs and usually a different rear axle. You can make up for the springs with "aids" but you can't make up for the rating of the rear axle. I'd guess that the payload on that truck is no more than 2,000. The rear axle will be over its rated capacity. Probably more of a vehicle longevity risk than a safety risk.

A diesel 3/4 ton makes no sense to me. Yet it is perhaps the most common heavy duty truck configuration.
Just about every 'fact' you are stating is incorrect. Just plain wrong. The OP can easily pull an under 10k fifth wheel. Period.
Now your opinion, is your opinion. Totally different.
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Old 03-11-2020, 12:38 PM   #22
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Originally Posted by acadianbob View Post
Scoff about payload if you will but the facts are that a 3/4 ton has different springs and usually a different rear axle. You can make up for the springs with "aids" but you can't make up for the rating of the rear axle. I'd guess that the payload on that truck is no more than 2,000. The rear axle will be over its rated capacity. Probably more of a vehicle longevity risk than a safety risk.

A diesel 3/4 ton makes no sense to me. Yet it is perhaps the most common heavy duty truck configuration.

New Chevy 2500HD with the Duramax has 3,276 for payload makes sense to me if I was in the market for a new truck Probably has more payload then alot of members 3/4 ton gasser's.
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Old 03-11-2020, 12:40 PM   #23
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I have seen a lot of discussion on this subject and I have a question if my setup is OK? So here it is I have a 2002 Silverado 2500HD Crew Cab short bed 6.6 Turbo Diesel and Allison Trans. I am towing a 32 ft Flagstaff 5er. Total weight of trailer is just under 10,000 lbs when fully loaded. Hitch weight is 1530Lbs. I am using an Andersen Ultimate 5th wheel hitch which only weighs 35 lbs. Truck door sticker says GVWR is 9600lbs. So the stick says nothing about payload. Have no idea what a non loaded truck curb weight is. I guess 6000lbs. then subtract the hitch of 1530 then that leaves 2,000 payload or am I way off or close on the numbers?
Papatrc, use this website as your guide for how to weigh your fifth wheel at the CAT scales:

How to Weigh a Fifth Wheel Camper (at CAT Scales)

And use this online tool to help do the calculations:

Actual Weights - Fifth Wheel Weights from CAT Scales - TowingPlanner

You can also use a single platform scale but you'll need to position the truck and trailer axles on the single platform to get 3 weights as they would be measured on the 3 platforms at a CAT scale. That is, front axle only, rear axle only and trailer axles only.
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Old 03-11-2020, 03:21 PM   #24
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Originally Posted by 67L48 View Post
1. In some localities, registration can be based on GVWR or truck class. So, owning a 1 ton can be more expensive in those areas.

2. In some cases, insuring a 1 ton can be more expensive.

3. For company trucks, a 1 ton is a Class 3 truck and can require a CDL. Thus, many contractors and such will avoid them ... you canít even send your summer helper to Home Depot for a box of nails in your 1 ton SRW, but you could in a 3/4 ton. So, some people buy their work truck that they then also use for personal reasons ... sort of forced into 3/4 ton or a CDL.

With some care, you can get a 3/4 ton built incredibly similar to a 1 ton. For 2017-2019, the F-250 PSD could be had with an optional HD Tow, which stepped up the rear axle and some other bits and pieces. It came within a single leaf of an F-350 ... and it was about $40 cheaper (no, I didnít miss a zero). I assume other brands are similar. Standard, they often have different axles and such, but can be optioned to match 1 ton components.

So, there are some bona fide good reasons to go 3/4 ton diesel over 1 ton. You can also get one built to be incredibly close to a 1 ton. But, itís not necessarily automatically so.

OP claims a 6,000 lb truck. I think that is only true of an absolute base, no options model. Iíd guess closer to 7,000 lbs rolling down the road. Scales will help here. Then, itís just math.


Thanks everyone for input. So an update: The door sticker says
GVWR 9200. GAWR FRT 4670. GAWR RR 6084
So with a half tank of gas and nothing else in the truck it weighs 6740lbs. Specs on trailer says hitch 1530. Cargo 1391 Dry weight 8539. So to me it looks like with me and wife and a few small things we are maxed out for truck. When trailer is loaded on truck it hardly goes down actually the truck and trailer look perfectly lvl.
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Old 03-11-2020, 04:47 PM   #25
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Another question I went from LT245/75R 16 to LT265/75R 16. Does that do anything with any of the truck pay load numbers?
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Old 03-11-2020, 05:18 PM   #26
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Originally Posted by Ejs4029 View Post
New Chevy 2500HD with the Duramax has 3,276 for payload makes sense to me if I was in the market for a new truck Probably has more payload then alot of members 3/4 ton gasser's.
Yep, more than my 2016 Silverado gasser at 2906 lbs.
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Old 03-11-2020, 06:04 PM   #27
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Originally Posted by Papatrc View Post
Thanks everyone for input. So an update: The door sticker says
GVWR 9200. GAWR FRT 4670. GAWR RR 6084
So with a half tank of gas and nothing else in the truck it weighs 6740lbs. Specs on trailer says hitch 1530. Cargo 1391 Dry weight 8539. So to me it looks like with me and wife and a few small things we are maxed out for truck. When trailer is loaded on truck it hardly goes down actually the truck and trailer look perfectly lvl.
Ok, there are a couple of things that change the story. Payload is meant to include a full tank of gas, so I'll add another 60 lbs (10 gallons) to your GVW.

Payload = GVWR - GVW = 9200 - 6800 = 2,400 lbs. of capacity.

Now to the bad news. Above you specified a ~10,000 lb 5er with a 1530 lb pin. But, here you note that it's the dry specs of the trailer that specify 1530 lbs. So, you don't have 1530 lbs on your pin. It's higher. Dry specs are sort of worthless.

We'll use the dry pin weight percentage of 18% (1530/8539) and apply it to your fully loaded trailer at 9,800 lbs. Thus, your actual pin weight will be around 1,750 lbs or more.

Add 600 lbs for a fully clothed normal/average couple, gear, clothes, wood, tools, and everything else in or on the truck. Add ~50 lbs for your lighter weight 5er hitch. 650 lbs of other "stuff." You'll have to add more if you have kids or other passengers.

1,750 + 650 = 2,400 lbs.

This is probably fine, as long as you're not picking up Shaquille O'Neal for a ride-along. But, this is hardly the no-brainer, don't even think about it proposition that others may have suggested above. It's darn close to the ratings of this truck. That's why doing the math is always a good idea.
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Old 03-11-2020, 06:50 PM   #28
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2K pin weight is nothing for that truck.
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Old 03-11-2020, 07:04 PM   #29
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Everyone needs to keep in mind that the payload sticker number is only valid if you make absolutely no modifications to your vehicle. As soon as you start modding it with a bed liner, tonneau cover/cap, bull bar/brush guard, etc., the sticker is no longer valid. Weighing is the only way to know for sure if you are close to or over the GVWR.

That said, personally, I wouldn’t be overly concerned about being a couple hundred pounds over the GVWR for a 3/4 ton truck like the OP has. I would be more concerned about exceeding the GVWR on a 1/2 ton or lighter truck. (There are component differences between a 3/4 ton and 1 ton - often suspension and axles - but the difference isn’t as stark as the difference between a 3/4 ton and a 1/2 ton.)
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Old 03-11-2020, 07:05 PM   #30
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Another question I went from LT245/75R 16 to LT265/75R 16. Does that do anything with any of the truck pay load numbers?
No, you canít increase payload via mods.

How long have you been towing this RV? How does it tow? You say youíre level.

Hook it up and take it to a CAT Scale. From you weight info it sounds like you did not visit a CAT scale to find all your weights. Go, get your axle weights with RV attached. You will be close if not a little over but if you are under the RGAW then you should be fine if it has been towing good to this point.
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