Short box dually?
I know my sig is out of date. I bought a 2019 Arctic Fox 811 for short box. I've come to the conclusion it really needs a dually. Been looking at 2016 Rams. They have the Megacab and short box. T...
Forum Discussion
Ya, I know you guys get scrutinized more in BC by the real weight cops more than probably anywhere else.
However it is not a matter of legality in the US. Despite the notion of that that so many have. It’s just not illegal to exceed the mfgs payload rating.
You or anyone can continue to not understand that , especially in the context of this discussion, that 3/4 and 1 ton srws are constructed the same from a structural and largely from a drivetrain standpoint as well. Except as mentioned 3/4 tons generally or always have lighter rear springs.
where that comes into real world play mostly imo is when searching for a new/used truck. Sure you can always “order” what you want. But for everyone else that doesn’t custom order their trucks or even buy new, 3/4tons are vastly more available in the US. Produced in much greater numbers. So when ya find the right truck, it’s usually a 3/4 ton. Thank goodness they’re the same as a 1 ton!
You are correct in that Frod uses different rear axles between the f250 and 350 models. However that is of no significance as the “Smaller” Sterling 10.5 in the 250s is still a 10klb axle giver take.
Grit_dog wrote:
It’s just not illegal to exceed the mfgs payload rating.Sure you can always “order” what you want. But for everyone else that doesn’t custom order their trucks or even buy new, 3/4tons are vastly more available in the US. Produced in much greater numbers. So when ya find the right truck, it’s usually a 3/4 ton.
I know you can register morg GVW in the US, and man I wish we could here also haha. but your reply in the first part I quoted ... how can you not exceed the manufactures payload rating in a 3/4 tone and 4000+ lbs?
as for the second part we have the opposit up here in both BC and Alberta, it is impossible to find a 3/4 ton. in BC because of the luxery tax which doesnt apply to 1 ton trucks so a 1 ton is usaly cheeper in the long run.
I don't know about life support, we won't realy know for a couple months yet I figure.. it always dies over the winter.
I find the biggest issue is the diffeences across states and provences for what is actualy enforced (against the law) and what isnt. And, what is allowd when travaling because your alowed to do it in the state/provence your registered in. you would almost thing somthing that is safty regulated and can move freely across the country would be federaly controled, but there is a can of worms you don't want to open haha
And in some way, to at least continue a pertinent conversation to RVing, even though the forum is now on life support with the “new” configuration.
Yes I’m aware of the luxury tax thing too. I’m not envious of a lot of ways yall get hosed for money up there.
On the upside it at least negates some of the issues with payload enforcement.To the exceeding payload thing, yes you’re correct, it’s easy to exceed the “mfg rated” payload. Because the gvw and corresponding payload is reduced for basically registration purposes and other reasons that have nothing to do with the actual capability of the truck. (Back to the 3/4 vs 1 ton being the same basic vehicle)
But in recent years even that 10k max gvw has gone out the window and the mfgs are rating some 3/4 tons higher, which is great for RV sales and marketing to the uninformed. It does now cause vehicle classification issues on the commercial side. Another story, but the story is as dumb as Cali just figuring out that there’s 3x the weight of plastic bags going into the garbage dumps than since they (and stupid WA) outlawed single use plastic bags. Same concept. Stupid is as stupid does, lol!
I make these points about the trucks not to argue with you, but to dispell the false info out there, that it may help someone understand it in greater detail than “read the door sticker.”
cheers.
