Ram 2500 and F250 heavy duty diesel

Grit dog wrote:

mtofell1 wrote:
I love all the arm-chair lawyering that always goes on in these threads. As if you just get hauled to jail, show up in court, the prosecutor shows a picture of your crumpled up door sticker and you go back to jail.

Has anyone in the "payload is gospel" crowd ever heard of a defense? Do you think your insurance company just might argue that the payload is irrelevant? Much the same way a group of very knowledgeable, experienced folks here are pointing out.

No way man....I was just stopped changing a flat tire. Buford T. Justice pulls up, sunglasses and all.. Says to me, "How much dat trailer weigh boy?"
That was it....ended up w 6 months in the big house.

That's what I like about Grit dog, a GREAT sense of humor, even after 6 months in the slammer for mere overweight!!:B

Jerry

Yes, Cummins12V98, I agee, lots of confusion when it comes to class ratings. Some states you buy/pay for GVWR, some areas you can't park your class 3 on the street, but a class 2 is okay. Ford marketed 350s with 10K-11.5K GVWR, so you could order the rating you needed. Now add in the truck camper guys that put air bags, commercial 19.5 tires/wheels, on some 250/2500s, and they are now more capable than a 350/3500 SRW. No they didn't change the stickers, but it worked for them.

Jerry

On the F450, 3500's snd 350 Dually trucks they have artificially low GVWR of 14,000#. Some will say if you cross that line you are OVERLOADED.

I say to them how can I have a RAWR of 9,750# load it to that without adding one pound to my front axle of 5,250#+ and NOT be overt my 14K rating????

I have the simple answer to that. It's called keeping all these Dually pickups in Class 3 rating as to not be in Commercial Classification at 14,001# or over. I have tonnage that covers my trucks combined weight. So as far as I am concerned I am at or under my ratings that actually matter.

It's not against the law to exceed the RAWR for that matter. The only law is 20,000 lbs per axle. But that doesn't mean it's wise to exceed the RAWR , Payload rating, or any other rating.
Ya Pays your money and Ya Takes your chances.

mtofell1 wrote:
I love all the arm-chair lawyering that always goes on in these threads. As if you just get hauled to jail, show up in court, the prosecutor shows a picture of your crumpled up door sticker and you go back to jail.

Has anyone in the "payload is gospel" crowd ever heard of a defense? Do you think your insurance company just might argue that the payload is irrelevant? Much the same way a group of very knowledgeable, experienced folks here are pointing out.

No way man....I was just stopped changing a flat tire. Buford T. Justice pulls up, sunglasses and all.. Says to me, "How much dat trailer weigh boy?"
That was it....ended up w 6 months in the big house.

IdaD wrote:

Rbertalotto wrote:

the door payload sticker is nothing more than the weight of the truck, as it left the factory, subtracted from the class 2 registration rating of 10,000. The axle rating, which includes the tires, wheels, springs, and brakes, is what determines what load can be carried.

First time I've heard this...If it is accurate, that's a whole different kettle of fish. Just not sure how this would work out in defense of an accident.

It's accurate. The question I have is how this is the first you've heard of it but you've been a member since 2005. This topic gets beat to death all the time.

What?? This is the first I've heard of this!!

I love all the arm-chair lawyering that always goes on in these threads. As if you just get hauled to jail, show up in court, the prosecutor shows a picture of your crumpled up door sticker and you go back to jail.

Has anyone in the "payload is gospel" crowd ever heard of a defense? Do you think your insurance company just might argue that the payload is irrelevant? Much the same way a group of very knowledgeable, experienced folks here are pointing out.

I wouldn't stress too much over the legal issues. If you read the exclusions in your liability policy, see if it excludes claims where the truck is shown to exceed factory ratings. It very likely won't. Your insurance will cover you if you are found to be hammered drunk and roar through the front wall of the liquor store.

If there is an accident and you are at fault, you face possible criminal and civil penalties whether your rig is overloaded or not. Just make sure your insurance coverage is adequate.

Old-Biscuit wrote:
MFG GVWR and hence Payload which is a byproduct of that MFG GVWR are warranty and vehicle registration numbers.

F/R Axles Ratings and Tire Load Ratings are DOT 'LEGAL' numbers

Any body can be hauled into a court of law over anything in a 'Civil' matter
but it's the DOT numbers that will get you into 'Criminal' matters.


In the end......
Folks need to use the ratings THEY are comfortable with

thanks for the post. Not knowing, bought 2015 HD 2500 Dmax. Sales guy said could "tow anything" Bought 5th with actual wet pin weight of about 2400lb. C sticker was max 2350 with my config. Added 5000lb air bags and researched axles, bearings, brakes between 2500/3500 silverados. All xact same. only diff was added leaf spring to 3500. Feel confident all is safe only worry is accident/lawsuit about c pillar sticker. You give me some confidence that all could be ok. not worried about capability any longer just legal stuff. thanks again

My truck is an older Dodge 3500. The weight carrying specs of this truck are pretty close to the newer 2500s (GVWR=9900lbs). My trailer is rated at 12K lbs gross. It tows fine and sits level. But, I wouldn't feel comfortable towing anything heavier with this truck. When I ordered my truck new, it was only a few hundred dollars more for the 3500 vs 2500. If you haven't already bought a truck, I highly recommend getting a 3500. Even if you don't need it now, it will give you more flexibility down the road.