Payload vs CWR
I have a new 2015 Chevy 3500 SRW crew cab long bed diesel and had 5000lbs airbags installed. I'm now searching for a camper. I bought this truck for the approx. 4,200lbs payload capacity stated in the...
Forum Discussion
I don't understand that the payload rating for a truck is based on a single point in time when the truck left the factory. Anything done later can add to that amount or subtract from it. A lifted truck for example or one with low profile tires is not going to safely handle the factory specified "payload"
Ford states this very clearly and maybe some will need to read it more than once to full absorb the concept:
"Gross Axle Weight Rating is determined by the minimum component of the axle system (axles, computer-selected springs, wheels, tires) of a specific vehicle. Front and rear GAWR's wiill, in all cases, sum to a number equal to or greater than the GVWR for the particular vehicle. Maximum loaded vehicle (including passengers, equipment and payload) cannot exceed the GVW rating or GAWR (front or rear)."
With heavy duty trucks the payload is limited by the springs and the tires as provided by the factory when the truck was assembled. My GM 2500 truck in SRW form has a axle rated for 6700 lbs. while the standard 3500 truck shipped with an axle rated at 6500 lbs. and the DRW version is rated at 9300 lbs. for the same basic truck. What is the difference? Well it is the number of leaf springs and the number of tires on the rear axle, nothing more - NOTHING!
While I cannot easily go from SRW to DRW I can easily add leaf springs and I can easily change the rims and the tires to add 2,000 lbs. of load capacity. The AAM axle on these trucks is rated at 10,900 lbs. and subtracting the weight of the truck and axle at the rear this leaves more than 7500 lbs. or load capacity - so long as the leaf springs, rims, and tires can support that amount of weight.
You can be smart, or dumb about it depending upon your perspective, and use a stock truck and get a camper based on the payload figure but that is being incredibly passive and wasting a lot of money. OK if you have money to burn but such people would be better served buying a Class C or B motorhome as then the upgrades are already in place courtesy of the MH builder who take Ford and Mercedes and Ram and GM frames and axles and leaf springs and adds the coach.
I spent less than $1000 to increase the payload capacity of my truck by 1,500 lbs. so I am now using 100% of the rear GWAR though only about 61% of the rear axle and wheel bearings load capacity.
Spend 20 minutes looking at heavy duty trucks and checking their factory calculated payload ratings and it will become obvious to most people that the figure varies widely based on the two variable mentioned, tires and leaf springs.
The only other variable is the passenger capacity of the cab with the payload rating reduced by 150 lbs. for each passenger seat. A crew cab pickup will be rated 600 lbs. lower than the same truck with a regular cab. Who thinks that they need to always allow for this 600 lbs. of load even when they only have a single passenger in the cab when hauling the camper?
Ford states this very clearly and maybe some will need to read it more than once to full absorb the concept:
"Gross Axle Weight Rating is determined by the minimum component of the axle system (axles, computer-selected springs, wheels, tires) of a specific vehicle. Front and rear GAWR's wiill, in all cases, sum to a number equal to or greater than the GVWR for the particular vehicle. Maximum loaded vehicle (including passengers, equipment and payload) cannot exceed the GVW rating or GAWR (front or rear)."
With heavy duty trucks the payload is limited by the springs and the tires as provided by the factory when the truck was assembled. My GM 2500 truck in SRW form has a axle rated for 6700 lbs. while the standard 3500 truck shipped with an axle rated at 6500 lbs. and the DRW version is rated at 9300 lbs. for the same basic truck. What is the difference? Well it is the number of leaf springs and the number of tires on the rear axle, nothing more - NOTHING!
While I cannot easily go from SRW to DRW I can easily add leaf springs and I can easily change the rims and the tires to add 2,000 lbs. of load capacity. The AAM axle on these trucks is rated at 10,900 lbs. and subtracting the weight of the truck and axle at the rear this leaves more than 7500 lbs. or load capacity - so long as the leaf springs, rims, and tires can support that amount of weight.
You can be smart, or dumb about it depending upon your perspective, and use a stock truck and get a camper based on the payload figure but that is being incredibly passive and wasting a lot of money. OK if you have money to burn but such people would be better served buying a Class C or B motorhome as then the upgrades are already in place courtesy of the MH builder who take Ford and Mercedes and Ram and GM frames and axles and leaf springs and adds the coach.
I spent less than $1000 to increase the payload capacity of my truck by 1,500 lbs. so I am now using 100% of the rear GWAR though only about 61% of the rear axle and wheel bearings load capacity.
Spend 20 minutes looking at heavy duty trucks and checking their factory calculated payload ratings and it will become obvious to most people that the figure varies widely based on the two variable mentioned, tires and leaf springs.
The only other variable is the passenger capacity of the cab with the payload rating reduced by 150 lbs. for each passenger seat. A crew cab pickup will be rated 600 lbs. lower than the same truck with a regular cab. Who thinks that they need to always allow for this 600 lbs. of load even when they only have a single passenger in the cab when hauling the camper?
