Is my Ram 2500 a wimp or am I missing something here?

nickthehunter wrote:

wilber1 wrote:
Trucks are not just tires and axles.

It's alright Wilber, it's justified because it's F250/2500's were talking about. GVWR means nothing.
If it was F150/1500's, we'd get the "You're Going to Kill Your Wife and Kids" message for towing over your GVWR.

I don't know the legalities or the answers. I didn't engineer the thing, I just don't think it is responsible to tell someone it is quite OK to exceed a placarded weight. Maybe it is, maybe it isn't.

Grit dog wrote:

nevadanick wrote:
That yellow sticker isnt the end all.

To the rvnet weight cops it is.....
Some would burn their truck if the sticker went missing, I swear.

It is oddly revered to some on this site at the expense of reality.

nevadanick wrote:
That yellow sticker isnt the end all.

To the rvnet weight cops it is.....
Some would burn their truck if the sticker went missing, I swear.

Peel the yellow sticker off of the truck.

Cummins12V98 wrote:

Besides the 130# I had extra in my toolbox am I overloaded? Truck has a GVWR of 14K, front axle 6K, rear axle 9,750# and a GCVWR over 37K.

Thanks for the info. That should be enough to prove you had full knowledge you are overweight if you ever get in an accident.

Cummins12V98 wrote:
You just don't understand! Your attitude is exactly why people get in trouble with their weights. I am talking 5er's NOT TT's or Truck campers.

You're amazing, you advocate for ignoring GVWR and yet I'm the one that has and "attitude" that get's people in trouble with their weights. My attitude is you should not exceed your GVWR, just like the yellow sticker on the door of every truck since 2004 says. Sayonara.

nickthehunter wrote:

Lantley wrote:
What Cummins12V98 is trying to point out is that the 5'er does not add any additional weight to the front axle. Therefore it's OK for the diesel engine to max. out the FAWR.
I am not a tire and axle rating only guy.
I believe in staying within all the ratings including GVW.
Nevertheless I understand the point he is making.

This post isn't about maxing out the FAWR, this post is about why the OP's truck only has 1860 pounds of payload available for pin weight. And my post (wherein I was resoundingly told I was "Wrong") was all about the 800 extra lbs that diesel engine weighs gobbling up payload.
You can read my post, it's right there in the middle of page 2.

And I explained WHY the 800# engine is irrelevant when towing a 5er.

Lantley wrote:

nickthehunter wrote:

Cummins12V98 wrote:

You just don't understand! Your attitude is exactly why people get in trouble with their weights. I am talking 5er's NOT TT's or Truck campers.

So, If you have a 5er you can ignore GVWR. GVWR only matters for TT's, TC's, and F150/1500. And I have a bad attutude. Yup, I think I got it.
Just got one question: What does the yellow sticker mean?
You see, that must be the part I don't understand. If you could just explain what the yellow sticker says and what it means maybe I could understand.
Or maybe that yellow sticker is like a speed limit sign, doesn't really mean anything. Although the language seems pretty straightforward "The combined Weight of Occupants and Cargo should never exceed _____lbs"

What Cummins12V98 is trying to point out is that the 5'er does not add any additional weight to the front axle. Therefore it's OK for the diesel engine to max. out the FAWR.
I am not a tire and axle rating only guy.
I believe in staying within all the ratings including GVW.
Nevertheless I understand the point he is making.

Thank you!

nickthehunter wrote:

Cummins12V98 wrote:

You just don't understand! Your attitude is exactly why people get in trouble with their weights. I am talking 5er's NOT TT's or Truck campers.

So, If you have a 5er you can ignore GVWR. GVWR only matters for TT's, TC's, and F150/1500. And I have a bad attutude. Yup, I think I got it.
Just got one question: What does the yellow sticker mean?
You see, that must be the part I don't understand. If you could just explain what the yellow sticker says and what it means maybe I could understand.
Or maybe that yellow sticker is like a speed limit sign, doesn't really mean anything. Although the language seems pretty straightforward "The combined Weight of Occupants and Cargo should never exceed _____lbs"

Besides the 130# I had extra in my toolbox am I overloaded? Truck has a GVWR of 14K, front axle 6K, rear axle 9,750# and a GCVWR over 37K.

nickthehunter wrote:

Lantley wrote:
What Cummins12V98 is trying to point out is that the 5'er does not add any additional weight to the front axle. Therefore it's OK for the diesel engine to max. out the FAWR.
I am not a tire and axle rating only guy.
I believe in staying within all the ratings including GVW.
Nevertheless I understand the point he is making.

This post isn't about maxing out the FAWR, this post is about why the OP's truck only has 1860 pounds of payload available for pin weight. And my post (wherein I was resoundingly told I was "Wrong") was all about the 800 extra lbs that diesel engine weighs gobbling up payload.
You can read my post, it's right there in the middle of page 2.

rhagfo wrote:

nickthehunter wrote:
That Turbo Diesel option you paid $8,000 extra for just chewed up about 800 lbs of your payload. You should have gotten the gasser and you would have had 800 lbs more payload and you'd be good to go.

Yep, the catch 22 of owing a 250/2500 diesel compared to gas.

Diesel can't carry what it can pull easily within the numbers.

Gas may struggle to pull what it can easily carry within the numbers!! :S

The reason you see many 250/2500's hauling bigger 5er is that many ignore the Class Limited GVWR of 10,000# or less and go by the rear axle GAWR. While I do this myself, but I don't recommend it, to others as it is a personal choice to exceed GVWR.

In truth I didn't do the calculations when I bought our current 5er, I used the highly non-technical method of hooking up the 5er to my TV too see how much squat I ended up with. Well about 1.5" or so, done deal on the 5er. This is on stock suspension. :)

I think you find that while new Ram 2500's have very close or at 10,000# GVWR, the first couple inches of travel is softer than mine so the same pin weight will induce more squat, this why you see so many post about air bags.

Well once scaled yes, over the listed 8,800# GVWR of the 2001 Ram, but still well under the rear axle of 6,084, which the optional tire far exceed. My pin is around 2,200#.

Yep, Nick is correct that the Cummins eats up about 600# to 800# of payload over the Hemi.

What Cummins12V98 is referring to is the method of using the Rear axle capacity to figure how large of a 5er one can Carry/Tow.

Many realize that the Class limited 10,000# GVWR of 250/2500 is only there for Tax and registration reasons in some crazy states that think that all 350/3500's are used for commercial work!!!

While exceeding the listed GVWR for a 2500, may open you up for a lawsuit if in an crash, so the choice to exceed it is a personal one. The 2500 is the same as a 3500 SRW with the likely exception of the stiffness of the rear spring pac.

I think the crazy part is that a lot of business now use 150/1500 to avoid the cost of registration cost of 250/350/2500/3500!!!