New 3/4 CC Dmax payload cap terrible!

SoCalDesertRider wrote:

JIMNLIN wrote:

Gross Vehicle Weight Ratings are that. Ratings. Why do the manufacturers place GVWR, GAWR, GCWR tags on their vehicles?

We don't find a trucks GCWR stickered any where on the truck nor is it required to be. A simple gear change/or a tranny change/or different engine will change a trucks GCWR.

GVWR and the GAWRs are a fed requirement and are placarded on the drivers side door.
Feds tell us the a trucks GVWR cannot be greater than the sum of the vehicles mfg axle ratings. In the case of the OP 2500 GM with a 4800 FAWR and a 6200 RAWR could have been 11000 lbs GVWR.
GM has certified the GAWRs which are on the placard and is one big reason trucking laws can use the sum of the GAWRs as the trucks GVWR. A RV person using the same truck may use the same numbers if needed however no where does trucking use the truck makers GVWR to determine a truck payload.

IMO there is no grey area other than on a RV website. Just black and white determined by the truck makers and our trucking weight regulations.

The newer gen trucks with their high GVWRs in many cases will over load the trucks RAWR if payloads are figured from GVWR. Especially the gas powered units.

On the legality issue, I agree, for the most part. Although, California DMV code does state not to exceed the GVWR of the truck, even if Federal/DOT doesn't say anything about it. Other states are likely similar to California. RV's are not commercial-use vehicles, so most Federal/DOT commercial trucking statutes don't apply to private, non-commercially used RV's.

Most folks forget about the brakes, when we get into these discussions.

Even though it is legal for me to load up to the sum of the F/RGAWR's, and even beyond that, according to my registrations, my trucks likely do not perform up to the braking standards set by the manufacturer, when loaded to the sum of the axle ratings. At least I hope not, for the sake of the standard, because the brakes really suck when loaded that heavy, but they work just fine, and meet the performance standard, when loaded to the GVWR. I definitely feel the difference between the 2 load weight conditions.

If the performance standard is so low that my trucks can meet it when loaded to the sum of the axle ratings, then the standard is lacking and needs to be changed, because braking at that weight is no fun at all.

Purposely purchasing the wrong truck, with the intention of purposely exceeding the GVWR and/or GAWR's, is overall a very poor decision making process and generally not a very smart idea. The idea is even less good, when one considers that the next model up truck, assuming it is right the job, is easily available, usually for only a miniscule difference in purchase cost, when one considers the total amount of money being spent, and is usually sitting on the same lot, often right next to the wrong truck!

Folks just seem to have an unfounded mental block about that 3 instead of 2, or 2 instead of 1, in the first digit place of the model badge on the truck, or they're afraid of those extra 2 tires on the back of the truck....

When I bought my 2500 in 2005 I had plans of buying a 6500 tt and did. I now have a 14,000# 5er that I pull with this same truck. I bought a 2010 3500 dually to pull it with and came to the conclusion the 2500 handled it just as good and towed it better (My 2500 is not stock).

As far as your brake comment. In 2005 the 2500 had the same exact brakes as the 3500. Same exact frame. Same exact transmission. Same exact engine. If I can't stop it with my 2500, I wouldn't be able to stop it with a 2005 Dually.;)