New 1500 vs 2500 hauling TC

In a 1/2 ton, the axle is the weak link. Hence the move to bigger trucks.

P = Passenger
LT = Light Truck

Not all that complicated. For a truck LT tires will provide the support for a full load if the truck is every used with a full load - like with a camper. Most people use their trucks and SUV's like a passenger car and do not have a clue as to the load rating of the rims and tires.

P tires on a truck are required by fed regs for its capacity to be derated by roughly 10 percent. A P tire with 2300 lbs of capacity then has only 2070 lbs. Most 1/2 ton trucks rear axle (3800-4000 RAWR) may weigh 2500 lbs fully loaded which leaves 1300 - 1500 lbs for a payload. Actual numbers depend on actual scaled separate axle weights.

I'm not of the opinion you can never have too much truck.

Brakes ?? Brakes are vastly improved on our 1/2 ton trucks from the days when 15" wheel and tires were used. IMO simply a non issue with the new trucks.

I do think the proper truck with the proper rear axle is needed as its gonna' carry all of a TC's weight and needs to be addressed for a dedicated truck carrying a heavy camper.

And in particular its the old story of 2500-2800 lbs siting on a small semi float rear axle full time. These axles are tough but with just one small bearing on the axle ends their not going to have a normal life expectancy as the full floating axles on the 3/4 or one ton trucks.
I've towed/carried weight well over GVWR and GCWR but I won't use a 1/2 ton or 3/4 ton truck with a semi float axle full time above its rating.

The F150 HD with the HD package at 8200 GVWR and a 4800 RAWR is the only 1/2 ton truck that won't be over the trucks RAWR ratings. The GM simply doesn't have enough axle for a 2500 lb payload.
Oh sure the tires/wheels and more suspension help can be added but it doesn't address a semi float axle that is rated at 4000 lbs and is carrying 4500-5000 lbs.

SO, add the CC to that $6000 and you get a pretty large $$$ difference between 1500 and 2500HD at that model.

Yah. The GM options are so vast, there is almost a seemingly infinite combination / configuration set!

For us (not for you), even a single cab would have been perfect (given the trade-off of weight-to-payload, and substantial price difference). But at the time we bought (2004.75), the 2005s were coming out, and we got a deal we couldn't refuse (extended cab rather than regular single cab with greater payload) :B

$6k, that's a lot, but it puts a larger suspension, engine, axle, etc. A good thing.

Problem I see tho, still ... the 1500 comes with a Double Cab (previously X-cab, but with different door hinging) ... at this point 2500HD does not, although I've been told it will eventually -- and the Crew Cab is another huge bump ... and one I'd never make. SO, add the CC to that $6000 and you get a pretty large $$$ difference between 1500 and 2500HD at that model.

When you start talking CC and 4x4 on a 2500HD, and compare to the 1500, it's a pretty large difference for what you actually get in 'upgrades'...

So, now you're talking $10k, not $6k ... Seems a pretty big jump for 18" more cab (from single cab) and axle, and bored out block etc. It's not like it's a totally different truck, the basics are the same - Same body, same seats, same windshield, same tailgate, same bed, same AC, same Electronics, same steering, -- could go on, but you get the drift.

Yes, I get it ... payload and brakes etc. But, the difference in price is much more than it appears at first glance. Based on the differences I see tho, I'd never go with a 1500, now that I get a good look at the 1500, it might have the engine power, but there's a lot more to hauling a TC than the engine ... But, it's a big $$$ hit to make that jump.

Guess we pay for our toys ... TC makes this happen, and that 1500 probably be plenty for average TT towing, even small 5'er. But hauling a TC, takes a little more meat under it.

Anyway, just saying that from what I am seeing the 1500's are being priced well into the HD range.

On Chevy/GM website:

1500, with 2009 LBS payload = MSRP $28,040
2500HD, with 4212 LBS payload = MSRP $34,750
3500HD, with (gulp) 7222 LBS payload = MSRP $37,222

Roughly $6000 difference between the 1500 and 2500HD is 21.4% difference (quite large?); difference between 1500 and the 3500 is 28.1%; the most notable is difference between 2500HD and 3500 = 6.8%

In my mind, it would be a no-brainer to buy a 2500HD over the anemic 1500 with lousy payload! And, while you're at it, spend a few pennies more, and get the 3500 (where you could theoretically, load your entire stick-and-brick house on the bed...almost! Hey-Zeus that's a lot of payload).

Every P tire I ever had , had the load rating molded in the side. One time I could not get E's they were on back order so I ran the P's. After talking with the tire people and the dealer they said run them and let us check them over when you rotate every 10k or so. I ran those p tires 3 years and 50k miles. I put 44lbs in them. They could get a little squirrely in a cross wind with the camper, but managable. I think they were rated at 2850 so I was barely within the rating. The tire guys say those ratings are for 100% use for the life of the tire. If you go a little over now and then no big deal. Most tire failures are from cuts, potholes, exstream heat, improper pressure, operater neglect. There are D rated tires that have a higher rating than E rated tires. There are P rated tires that have a higher rating than some D's. I do prefer the E rated BFGS over any tire Ive run, and they look good on my black truck. On this forum a lot of talk about safety as it relates to your equipment. The by far number 1 factor that determins safety is the person behind the wheel. Its operator mistakes not equipment failers that cause most problems. Know your limitations and drive accordingly.

Redsky wrote:
P metric refers to the description of the tire's dimensions and not its load rating which is completely different. I would expect most people to know this but evidently you are not most people.

A factory P Metric tire on a 1/2 ton will be rated as a standard load and will not have a heavy weight rating like and LT metric tire in C, D, or E. Since most P-Metric passenger tires are manufactured in the Standard Load Ranges, they will have nothing branded on their sidewalls, other than there size as in P235/75R-15, and a standard load rating. I guess I'm not most people???? I'm done.

Well, I couldn't find a 2500 / 2013 anywhere ... and if one's out there, it's equipped like no one wants, so, that's why it's still sitting.

I'm pretty convinced about a 2500HD anyway. Just popped that Q out there to see if anything unusual happened to 1500's since I last looked in 2003 ... You can only have too little truck, never too much.

MORSNOW wrote:

Redsky wrote:
I would check the load capacity of the tires as the 1/2 tons usually come with D range tires.

They come with P Metric tires unless you order off-road tires, then you can get load range C. It's about a smooth ride....

P metric refers to the description of the tire's dimensions and not its load rating which is completely different. I would expect most people to know this but evidently you are not most people.

C range for a truck that is going to handle any load is plain silly. My Toyota mini-truck had C range tires from the factory but my full size SUV's all had D load range tires and my current 3/4 ton had factory stock E range tires (which I upgraded for more load capacity).

Tires are the weakest link in load capacity for a truck. That is why at a certain point it is easier to go with 4 tires at the rear axle to nearly double the load capacity of the truck. People with campers frequently change out the stock tires for ones with a higher load capacity, and sometimes this means 19.5 rims and tires.

Buying a new 1/2 ton truck the wheels and tires are important to check out in advance as replacing 4 rims and tires is very expensive. Even with the 3/4 and 1-ton SRW trucks the same make and model may have half the payload rating as indicated on the sticker in the glove box and 100% of the difference is with the rims and tires put on the truck at the factory. The dealer can easily swapout the rims and tires and make a new deal with a buyer.