Non 5'er----yet

Bobandshawn wrote:

agesilaus wrote:
With fifth wheels the critical truck stat is carry capacity not tow weight. Use 25% of the max weight of the fver as a rough estimate of the pin weight of the fver. For example on a 10,000# max weight fver, use 2500# as the pin weight estimate.

Then then subtract from the trucks carry weight: pin weight + 200# hitch weight + weight of the passengers + any thing else carried in the truck. If you come up with a negative number then you have a problem. This is a big problem with most 3/4 ton trucks.

Agree with this as well. I have a 4X4 2500 Mega Cab with the 6.4 gas Hemi and 4.10 gears. The payload on this is 2,903 lbs and towing capacity is 15,250. This is a higher load rating than the heavier Cummins diesel version of the same truck. The diesel model has a payload rating of 1,995 lbs, almost a grand less, and the tow rating is 50 lbs less at 15,200. The Ram 3/4 tons with a diesel are only available with a 3.42 axle gear now. The diesel has less payload due to the added weight of the engine. So even if they had a 3.73 or 4.10 gear ratio on those the payload would remain the same.

So from your calculations I need to stay with a pin weight of about 1500 lbs or so. Now much trailer!!I got such a deal on this truck I may trade up for a CTD Mega Cab dually. LOL

If the 2,903 is your door sticker payload, then subtract hitch, other passengers and "stuff", to get your net payload. Hitches run from about 50 lbs (Andersen Ultimate in aluminum) to 250+ for sliders. "Stuff" =can= be carried in the FW, so less will go on the truck, as it will partially be carried by the FW axles. Frankly, the difference in cost between 3/4 and 1 tons is usually pretty small. If you want to stay in the lighter weight FWs, then a SRW 1 ton will give you plenty of payload, including a bit of room to grow into a larger FW.

Lyle