RAM 6.7 Cummins 2500 OR 3500

larry barnhart wrote:
Driving the truck was dangerous if wind was blowing . Up and down was ok but left to right it would lean so far it was tough to keep it on the road. Changed to a ford with leaf springs and the problem was solved. The ford wandered like fords do in those years and later and the reason for going to GM trucks.

chevman

Good point... I have heard that the Ram coil suspension is closer to the center of the truck than the old leaf spring setup, which could allow for more body roll.

Me Again wrote:

IdaD wrote:
That's a neat story about coil springs on a 60 year old truck. Should we compare a 60 year old phone to my iPhone next?

The payload rating on a 3/4 diesel is simply a function of the 10k lb GVWR class limitation. The 1000 lb lighter 6.4 2500 payload rating is accordingly 1000 lbs higher, and it has the same rear coils. Bottom line between a 2500 and SRW 3500 is you're splitting hairs in terms of capability and daily driving ease of use. Move to a DRW and now there's a real distinction on both fronts.

Put the same large truck camper on the two and see if you think they are similar.

Without going to air suspension, it is hard to soften ride and still be able to carry heavy loads.

RAM made a decision to differentiate between the 2500 and 3500 SRW when they but coils on the 2500. FORD and GM have not yet gone that direction.


Chris

I never said they were the same, just that the difference is pretty minor. If you do a search ib516 actually ran a back to back test with his 2500 and a buddy's leaf sprung 3500 (both 2014s) using a fifth wheel with around 3000 lbs of pin weight. The coils sagged .7" more, although because it rides a bit higher unloaded, the loaded difference between the two was a bit under half an inch. Huge difference, right?

I had a 3/4 ton GMC with coil rear springs. Bought a 8 ft Bell super 8 camper.

Driving the truck was dangerous if wind was blowing . Up and down was ok but left to right it would lean so far it was tough to keep it on the road. Changed to a ford with leaf springs and the problem was solved. The ford wandered like fords do in those years and later and the reason for going to GM trucks.

chevman

The obvious choice is get the truck with plenty of factory payload, 3500. But as you can see, looking at different rawr ratings, they are not necessarily derived from the real world capacity of the axle tires and wheels. Maybe suspension is limiting factor, maybe class gvw is the limiting factor, but understanding the lack of availability of 3500s on the lots as you say, you can safely accomplish pulling a 14k 5vr with a new 2500 if that's the way you choose to go.
Go look at 2500/3500 models. You'll see the different rim options used interchangeably between 6klb rawr trucks and 7klb rawr trucks. Means that rim combo is good to at least 7klbs.
One other consideration is the tpms req on 2500s vs 3500s it's an annoyance and will cost you a bit to find a dealer to re set the tpms on a 2500 if you intend on airing down the tire when empty driving.
I'd be on the fence but swayed to a 3500 just because I've been annoyed by having to re do the tpms thresholds on my last 2 F250s.

IdaD wrote:
That's a neat story about coil springs on a 60 year old truck. Should we compare a 60 year old phone to my iPhone next?

Of course we should. Clearly, no technological advances have been made in the last 60 years. It was bad once, therefore it will always be bad.

We should absolutely lump a triangulated 4-link with panhard bar in with the crude wishbone deal that they had on the '67-'72 Chevys. They're exactly the same.

IdaD wrote:
That's a neat story about coil springs on a 60 year old truck. Should we compare a 60 year old phone to my iPhone next?

The payload rating on a 3/4 diesel is simply a function of the 10k lb GVWR class limitation. The 1000 lb lighter 6.4 2500 payload rating is accordingly 1000 lbs higher, and it has the same rear coils. Bottom line between a 2500 and SRW 3500 is you're splitting hairs in terms of capability and daily driving ease of use. Move to a DRW and now there's a real distinction on both fronts.

Put the same large truck camper on the two and see if you think they are similar.

Without going to air suspension, it is hard to soften ride and still be able to carry heavy loads.

RAM made a decision to differentiate between the 2500 and 3500 SRW when they but coils on the 2500. FORD and GM have not yet gone that direction.


Chris

That's a neat story about coil springs on a 60 year old truck. Should we compare a 60 year old phone to my iPhone next?

The payload rating on a 3/4 diesel is simply a function of the 10k lb GVWR class limitation. The 1000 lb lighter 6.4 2500 payload rating is accordingly 1000 lbs higher, and it has the same rear coils. Bottom line between a 2500 and SRW 3500 is you're splitting hairs in terms of capability and daily driving ease of use. Move to a DRW and now there's a real distinction on both fronts.

I guess some are not old enough to remember the early 60's Chevy's that had coil rear springs. Ford's and GMC's for years handled loads better until Chevy finally switched to leaf springs. Chris

Me Again wrote:

IdaD wrote:

transamz9 wrote:
Pretty much what I'm seeing is that the 2500 gas trucks are 6000 but the 2wd crew cab diesels and Mega Cabs are 6500. The old thing is the 4wd crew cabs are 6000. Also I just realized the offer a 2500 cab chassis (bed off) truck now. It also carries the 6500 RAWR. The 3500 SRW trucks are 7000 across the board.

The 6.4 and CTD trucks with 18/20" wheels are all 6,500. That's going to constitute the bulk of 2500s sold these days, or at least it's the vast majority of what I see out on the roads.

This is mine. Crew cab short box 4wd Cummins.

So, if my 3500 has the same tires and a RGAWR of 7K, RAM must think that the leaf springs can carry more weight than the coils?

They also think/say my short box 3500 can carry 1700 more cargo. If it was a long box that number is 2300 more. Chris

That 1700 and 2300 number you are getting is just because the 2500's GVWR is set at 10,000 pounds to keep it in the class classification. If they went above the 10,000# GVWR then it would be in the same class as the 3500. As far as the spring's capacity, I don't believe they set the rear weight capacity according to what the springs will handle. I believe they set it at the way they handle a load for the classification of the truck. In most cases the 2500/250 class trucks are bought and used differently than the 3500/350 class. I've seen mini vans with as much payload capacity as 2500's. Example: Look at the springs on a cab chassis 3500 compared to the springs on a 3500 pick-up.I have personally had the rear axle weight 13,000# on my 2006 F350 service truck and it was not sitting on the bump stops. Put 10,000# in the back of your 3500 and tell me how she looks.;)

IdaD wrote:

transamz9 wrote:
Pretty much what I'm seeing is that the 2500 gas trucks are 6000 but the 2wd crew cab diesels and Mega Cabs are 6500. The old thing is the 4wd crew cabs are 6000. Also I just realized the offer a 2500 cab chassis (bed off) truck now. It also carries the 6500 RAWR. The 3500 SRW trucks are 7000 across the board.

The 6.4 and CTD trucks with 18/20" wheels are all 6,500. That's going to constitute the bulk of 2500s sold these days, or at least it's the vast majority of what I see out on the roads.

This is mine. Crew cab short box 4wd Cummins.

So, if my 3500 has the same tires and a RGAWR of 7K, RAM must think that the leaf springs can carry more weight than the coils?

They also think/say my short box 3500 can carry 1700 more cargo. If it was a long box that number is 2300 more. Chris