Payload vs CWR

You are correct. The Camper weight rating takes into consideration such things as the higher center of gravity you would have compared to hauling bricks, for instance. It is a different loading scenario entirely. However, most of us simply use GVWR and make chassis improvements to help with handling.

Thanks for the timely and informative responses. I have been looking at this purchase for a couple of years now, lurking on message boards like this one, and think I understand the need to make real payload calcs based on weighing the actual truck as well as the need to make various modifications and upgrades to the truck and tires, which I am in the process of doing. The thing I have never seen anyone talk about, however, is the sticker I found inside the truck glove box.

It says the maximum loaded camper weight I can carry is 2,937 lbs. The implication is that somehow a camper rating is different than payload rating. The truck manual calls this the Cargo Weight Rating (CWR) and goes on to say that I need to subtract the weight of passengers and other gear in the cab from the CWR. That gets me down to about 2,000 lbs camper dry weight, which is a very light camper for a one-ton truck.

I can't find anything anywhere that talks about CWR. Not on Chevy's website or anywhere else. Everyone talks about payload, GVWR, axle and tire ratings, etc. If I focus on them, I can get the camper I want. Should I ignore the CWR sticker?

BTW, I can't figure out what LDT is an abbreviation for in the past response. Could you spell that out for me? Thanks.

wintersun wrote:


No factory stock pickup is ready to drive down the highway with a heavy camper in the bed. Everyone upgrades the suspension and mods include adding Supersprings or air bags or stableloads or heavy duty shocks or anti-sway bars or all of these items. With SRW it is common to upgrade the factory tires to get more load capacity.

I beg your pardon but not Everyone upgrades their suspension. I have a NL 10 2 CDSE which is 4000# loaded which is not exactly a light weight camper and I haul it on a 2013 Ram DRW 14000# GVWR pickup. When I'm loaded I have a little over 1800# before I reach my GVWR. With the camper loaded on the truck is still rear high.

I do agree I had to add Torklift tiedowns but that is all it needed to comfortably haul my TC but no suspension upgrades were needed.

Our LDT mfg give us all kinds of weight numbers such as a payload stickers/truck camper weight stickers/CCC numbers/GVWR FAWR/RAWR/GCWR/numbers in a brochure/etc/etc , you get the picture.

First off trucks don't carry weight in any legal sense by using the trucks GVWR.
Thats where the trucks GAWR/tire load rating come to play.

GM gives your 3500 SRW a 7050 RAWR which on a crew cab long bed will carry just about all of a TC's weight.
Now this is where you need your trucks actual front and rear axle weights. Forget a gross weight unless your truck is required to be registered at a gross.
I'll use some numbers here from other one ton SRW owners rear axle weights but many may weigh in the 3000-3200 lb range which leaves you with a 3800-4000 lbs for a payload. Your actual weights will vary but you get the picture.

Lots get said about LDT and their TC weight numbers. IMO it and some of the other weight numbers are more a CYA liability issue from the truck makers.

The stock truck has a factory calculated maximum payload figure that is based on the leaf packs and wheels provided on the truck when it leaves the factory. The Duramax 2500HD SRW, 3500HD SRW, and 3500HD DRW, all have the same axle and wheel bearings which are rated by AAM at 10,900 lbs. but the factory rear axle loads are rated at 6000-6700 for the 2500HD, at 6500 for the 3500HD and 9300 for the 3500HD DRW trucks. The difference is in the extra leaf pack on the 3500HD and the two extra wheels with the DRW version.

No factory stock pickup is ready to drive down the highway with a heavy camper in the bed. Everyone upgrades the suspension and mods include adding Supersprings or air bags or stableloads or heavy duty shocks or anti-sway bars or all of these items. With SRW it is common to upgrade the factory tires to get more load capacity.

In addition you will need to add tie-downs, possibly a special superhitch for towing, wiring for the camper that includes an isolator and fuse. Many also rig a backup camera for the camper.

Don't expect a car salesman to be able to order a truck that is truly camper ready as they do not exist. The camper dealers know campers and can do some of the wiring and maybe install the tie-downs but that is about it.

If you want a turnkey RV vehicle get a motorhome. Then all you need to do is put gas in the tank and start driving.

Good idea to do more research so as to avoid costly mistakes like adding airbags for use with a camper.

Also don't blindly accept the sticker weight on a camper. It is likely to be 300-400 lbs. lower than the actual dry weight of the camper. Take a look at the tires on the truck. My GM Duramax came with tires rated at 3195 lbs. and that meant a maximum camper weight of 3200 lbs. fully loaded. I quickly sold the tires that came with the truck and bought ones rated for 3750 lbs. to gain 1100 lbs. of load capacity.

You do need to be a smart buyer and take the time to do the research. Don't expect to have everything done for you as this does not work with truck campers or truck camper camping.

Payload includes people as well. Many here suggest real weight is heavier than just camper (even if weight plate is right). Look at the stickies for a more detailed explanation. Almost all SRWs are over the GVWR and many DRWs are as well if not because they have a heavy camper, it's due to carrying a lot of stuff and towing.

Find the GVWR, actually go weigh the truck, then do the math GVWR-Actual Weight = Payload. Forget all those "marketing" ratings...