Powerdude wrote:
Diesel engine in all brands takes out a bunch of payload.
6.7 Cummins engine: 1190 lbs.
6.7 Powerstroke: 970 lbs.
6.6 L Duramax LB7: 836 lbs.
If you want max payload, you have to go Diesel DRW, or if you desire a SRW, get a gas SRW.
Hemi 5.7 L : 590 lbs.
Not really all the surprising that a 2500 class truck has little payload. Surprising the dealer actually had some ethics and didn't want to put the customer and his family in jeopardy to make a buck.
Like Kayteg said below this post, were talking paper ratings on a 2500 vs real world capacity.
Keeping a truck that is approaching 8klbs empty under 10klb gvw for licensing will give it a crappy payload on paper.
However most all the additional engine weight around, 500lbs is over the front axle and only really chips away at front axle ratings.
The sum of the axles ratings are way more than the gvv on a 2500 and since virtually all 2500 and 3500 trucks have the same frame, axles, wheels, drivetrain, the only thing lacking is suspension since the newer 2500s are catering to the grocery getter crowd that complains about how rough their 3/4 ton truck rides. Adding to this fad of soft rear suspensions is the bs nhtsa mandates on tpms on light duty trucks which end up in the rears of empty trucks riding like **** when empty because there's 80psi in the rear tires to keep the idiot light off.
Newer 2500s are soft in the rear suspension to compensate for this. Example, my last 2 base model F250 work trucks. They have a 3 leaf pack in the rear and considerably less real world load capacity than any pre Tpms truck I've had.
Bottom line, a 2500 will carry the same load just as safely as a 3500 srw apples to apples if the rear suspension is stiffened up by any number of remedies.
As well, the mfgs need to idiot proof everything to the best of their abilities to limit liability, as many who load up a truck with a camper and heads down the road do not have a clue about the mechanics, engineering or practical capability of machines.
