Forum Discussion
Camper G wrote:
Interesting discussion. I'm not in a place where I can watch the video, but my understanding is that the only difference between 14 and newer ram 2500 and ram 3500 is the 3500 has leafs and 2500 has the coils. All else is the same. Frame, axles, etc.
Personally, i abide by the payload limit on the yellow door jamb sticker....but that's just me. Just my .02.
The rear frame section is different between the Ram 2500 and 3500 SRW trucks. They had to push the frame outwards in order to get the coils as close to the tires as possible.- Interesting discussion. I'm not in a place where I can watch the video, but my understanding is that the only difference between 14 and newer ram 2500 and ram 3500 is the 3500 has leafs and 2500 has the coils. All else is the same. Frame, axles, etc.
Personally, i abide by the payload limit on the yellow door jamb sticker....but that's just me. Just my .02. 4x4ord wrote:
ShinerBock wrote:
4x4ord wrote:
My problem with the 3/4 ton diesel is; why offer it? What advantage does it have over a 1 ton SRW? Ford use to offer a 1 ton srw with a 10k gvwr option. They maybe still do. The option was available at no additional charge and consisted of a different door sticker than the 11500 gvwr 1 ton. I understand there are certain states that charge more for licensing trucks with GVWR over 10k so this option makes sense but why would anyone want a diesel pick up with the overload spring removed?
Why offer it? The same reason why Ford offers a de-rated version of the F350 that lowers the GVWR from 11.5k to 10k without changing a thing. So fleets and those who are not so concerned with the numbers on the door can save money on taxes and registration fees if they choose to. Then there are those that might want a slightly better ride unloaded so they opt for the softer springs or coils and just support them with air bags when they are loaded.
As I said before, the number on the door sticker is about as worthless as the toilet paper I used on the can this morning once it is sold. It is only on there because the law requires all manufacturers to do so. If you choose to abide by it then great, if you don't then great. It doesn't matter either way from a legal standpoint unless you have the wrong registration for the load you are carrying.
I'm still not getting it. In Alberta we very seldom see a F250 diesel anywhere; the dealers order in 1ton SRWs. For some strange reason there are a number of 2500 diesel GMC's on the road. The lower GVWR door sticker makes some sense .... it is too take advantage of a loophole in foolish vehicle licensing laws of some states. But if a buyer actually doesn't need to put any weight in the back of his truck why is he buying a HD diesel, wouldn't a 1/2 ton be more comfortable, cheaper to run, quicker accelerating, easier to get into? What is the advantage of a 3/4 HD diesel over a SRW one ton with a 10,000 lb door sticker? If you need the pulling power of the diesel you at least need the 1 ton SRW spring pack.
Why does someone has to have a need for a diesel in order to own one? Can't they just want one even if they don't tow?
Although, I agree with the Ford dealers in your area about not stocking F250s unless it has the camper package. They squat really bad compared to Ram and GM 3/4 tons. If you are limiting yourself to buying just a Ford SD then I can see your point, but not as an owner of a Ram 2500 diesel that has higher front and rear GAWR's of an F250 diesel. My brother just traded in his 2012 F350 diesel for a Ram 2500 diesel and there was not a lick of difference in squat between the two towing his 12k 5ver while his friend's new F250 was squatting like a kid running away from a spanking pulling his trailer for him a few months ago when his F350 was in the shop.
I also don't care about door sticker numbers and am not afraid of loading 3k in the rear which is over my 10k GVWR, but 500 lbs under my rear GAWR. I agree that some people with little towing or loading experience may need to follow these sticker numbers just like some may need to follow the "Turn off engine before replacing serpentine belt" stickers. However, there are those that have enough experience below their belt to know which specs really matter and how much a certain truck can safely handle.ksss wrote:
I bet it has more to do with the established buying habits of customers than practicality. If HD diesel trucks were to be introduced now, for the first time. I doubt you would see a 3/4 ton and a 1 ton.
It would make sense to have 2500 and 3500 series trucks but the 3500 should have duals and the 2500 should be SRW.
It's this idea of thinking it is reasonable to build a HD diesel SRW truck designed for towing 18000 lbs and then remove some of its leaf springs to reduce its payload to less than that of a 1/2 ton to satisfy a particular segment of buyers that haven't a clue.- I bet it has more to do with the established buying habits of customers than practicality. If HD diesel trucks were to be introduced now, for the first time. I doubt you would see a 3/4 ton and a 1 ton.
4x4ord wrote:
ShinerBock wrote:
4x4ord wrote:
My problem with the 3/4 ton diesel is; why offer it? What advantage does it have over a 1 ton SRW? Ford use to offer a 1 ton srw with a 10k gvwr option. They maybe still do. The option was available at no additional charge and consisted of a different door sticker than the 11500 gvwr 1 ton. I understand there are certain states that charge more for licensing trucks with GVWR over 10k so this option makes sense but why would anyone want a diesel pick up with the overload spring removed?
Why offer it? The same reason why Ford offers a de-rated version of the F350 that lowers the GVWR from 11.5k to 10k without changing a thing. So fleets and those who are not so concerned with the numbers on the door can save money on taxes and registration fees if they choose to. Then there are those that might want a slightly better ride unloaded so they opt for the softer springs or coils and just support them with air bags when they are loaded.
As I said before, the number on the door sticker is about as worthless as the toilet paper I used on the can this morning once it is sold. It is only on there because the law requires all manufacturers to do so. If you choose to abide by it then great, if you don't then great. It doesn't matter either way from a legal standpoint unless you have the wrong registration for the load you are carrying.
I'm still not getting it. In Alberta we very seldom see a F250 diesel anywhere; the dealers order in 1ton SRWs. For some strange reason there are a number of 2500 diesel GMC's on the road. The lower GVWR door sticker makes some sense .... it is too take advantage of a loophole in foolish vehicle licensing laws of some states. But if a buyer actually doesn't need to put any weight in the back of his truck why is he buying a HD diesel, wouldn't a 1/2 ton be more comfortable, cheaper to run, quicker accelerating, easier to get into? What is the advantage of a 3/4 HD diesel over a SRW one ton with a 10,000 lb door sticker? If you need the pulling power of the diesel you at least need the 1 ton SRW spring pack.- double post
- Maybe the reason is cars are being discontinued.
chevman - But in the meantime like Chris reported the manufactures are differentiating their one tons more than ever from their 3/4 ton trucks. There has to be a reason since producing different trucks with different hardware has to cost them more to produce.
4x4ord wrote:
My problem with the 3/4 ton diesel is; why offer it? What advantage does it have over a 1 ton SRW? Ford use to offer a 1 ton srw with a 10k gvwr option. They maybe still do. The option was available at no additional charge and consisted of a different door sticker than the 11500 gvwr 1 ton. I understand there are certain states that charge more for licensing trucks with GVWR over 10k so this option makes sense but why would anyone want a diesel pick up with the overload spring removed?
Why offer it? The same reason why Ford offers a de-rated version of the F350 that lowers the GVWR from 11.5k to 10k without changing a thing. So fleets and those who are not so concerned with the numbers on the door can save money on taxes and registration fees if they choose to. Then there are those that might want a slightly better ride unloaded so they opt for the softer springs or coils and just support them with air bags when they are loaded.
As I said before, the number on the door sticker is about as worthless as the toilet paper I used on the can this morning once it is sold. It is only on there because the law requires all manufacturers to do so. If you choose to abide by it then great, if you don't then great. It doesn't matter either way from a legal standpoint unless you have the wrong registration for the load you are carrying.
