2016 Nissan Titan 5.6 V8 w/much improved HP/Torque

CKNSLS wrote:
All pickup threads end up this way-just like ST tire threads. You need a 1 ton Cummins on here to tow a pop-up! That's why people are fleeing this board in droves.

Haha. I stay for the entertainment!

The 6.0 diesel was reliable?

IdaD wrote:

Ron3rd wrote:

FishOnOne wrote:

spoon059 wrote:
Those are good numbers for a gas engine. I haven't kept up to date with the Nissan Titan, but aren't the GVWR numbers increased due to the Cummins 5.0 engine? If they put the lighter 5.6 gas in the same truck with higher payload, that could draw a fair number of truck buyers...

2000+ lbs payload, 400+ HP and torque, hopefully respectable fuel mileage and a reasonable price. I think there is a market for this truck... they key being a reasonable price.

Looks like the Tundra is now at the bottom of the totem pole.

Tundra owner here, and I kinda agree. Toyota's done almost as bad a job at staying competitive as Nissan with the Titan, which Nissan really let die on the vine; they truck is virtually unchanged since 2004. The Tundra is virtually unchanged since 2007 except for new sheetmetal and interior. Not a good way to stay competitive in the 1/2 ton market. The irony is the Tundra's a great truck and could be so much better. Having said that, I'll be sad to see the old Tundra go, she's been an outstanding truck. Moving up to a CTD in the fall.

You won't regret it. These new CTD Rams are fantastic trucks. I went into the process thinking I'd buy a super duty but it didn't even end up being a close decision. Ram was the hands down winner for me.

LOL, no more true words have been said than this. After you experience the torque, effortless towing in any terrain, exceptional fuel economy and second to none reliability you will find yourself asking why you waited so long to go to a Cummins! I was a 20 year owner of Fords including a 7.3L and 6.0L diesel and I am now in this situation!

I saw the Titan-Cummins today at the OC auto show. Very nice truck.
Really liked the OEM gooseneck ball.

IdaD wrote:

otrfun wrote:

IdaD wrote:

otrfun wrote:

smkettner wrote:

CKNSLS wrote:
You can't compare Ford's 22 configurations. You have to compare the one closest to the Titan in price and options. Then that truck is the one you would compare the payload figure to.

So the Titan is stuck at 2150. No thanks.

Just saying you could put 800HP in the Titan but without an increased payload rating the capacity to tow or general RV usability does not increase.
JMHO

Am I missing something? Current model 3/4 ton Ram 2500 CTD 4x4 CC SB ST's only have around 2200 lbs. of payload (typical door sticker).

If the 1/2+ ton Titan is "stuck at 2150", it's got good company.

We don't really need to have this discussion again, do we? The 3/4 ton diesel payload rating is all about the 10,000 GVWR limit the manufacturers are trying to stay under.

Yes, I agree there may be some credence to what you say.

However, what if you're involved in a serious accident and a trigger-happy lawyer on the opposing side sees your payload sticker and concludes you were overloaded? The legal burden of proof that weren't overloaded is all on you. Rather doubt Ram is going to come to your defense. To my knowledge that payload sticker is the only legal payload/GVWR document your truck has.

The mighty payload sticker has reached a new high in terms of the power it has over RV.net posters. Now it shifts legal burdens!

In the event you were in an accident and were sued, the payload rating of the vehicle is one factor among many. And the mere fact that you exceeded that one vehicle rating in and of itself is meaningless - the plaintiff still needs to prove that it actually contributed to the damage he/she/they suffered. I'm not so sure it would be a slam dunk to prove that in the (incredibly) unlikely event this lawsuit didn't settle and you found yourself sitting in front of a jury with experts testifying about the payload sticker versus the other vehicle ratings and characteristics.

Almost all of these civil suits involving auto accidents settle, and in all of those cases you're always working with a number of good and bad facts that weigh for and against each party. Exceeding a payload sticker, if it came up at all, would simply be another one of those facts on the table. How big of a deal it is would depend on the particular situation, but I'd hazard a guess that in most cases carrying 3000 lbs in a 3/4 diesel wouldn't be the deciding factor in determining liability or how much the plaintiff should receive.

I practiced insurance defense litigation for a couple of years so I'm not totally speaking out of my tail here.

Never meant to insinuate a payload sticker was all by itself a slamdunk for winning a case. As your post alludes, the legal process is never ever that simple (from years of personal experience).

I tried to simply state, which is almost impossible to do in terms of addressing legal issues, the potential for a payload sticker to be a very important evidentiary item for establishing cause and effect. No more, no less.

Just something for 10k GVWR Ram 2500 owners to consider when they exceed the maximum payload rating of their truck assuming they have the same payload rating as the Ram 3500. Mechanically, it may be a slam-dunk . . . .

otrfun wrote:

IdaD wrote:

otrfun wrote:

smkettner wrote:

CKNSLS wrote:
You can't compare Ford's 22 configurations. You have to compare the one closest to the Titan in price and options. Then that truck is the one you would compare the payload figure to.

So the Titan is stuck at 2150. No thanks.

Just saying you could put 800HP in the Titan but without an increased payload rating the capacity to tow or general RV usability does not increase.
JMHO

Am I missing something? Current model 3/4 ton Ram 2500 CTD 4x4 CC SB ST's only have around 2200 lbs. of payload (typical door sticker).

If the 1/2+ ton Titan is "stuck at 2150", it's got good company.

We don't really need to have this discussion again, do we? The 3/4 ton diesel payload rating is all about the 10,000 GVWR limit the manufacturers are trying to stay under.

Yes, I agree there may be some credence to what you say.

However, what if you're involved in a serious accident and a trigger-happy lawyer on the opposing side sees your payload sticker and concludes you were overloaded? The legal burden of proof that weren't overloaded is all on you. Rather doubt Ram is going to come to your defense. To my knowledge that payload sticker is the only legal payload/GVWR document your truck has.

The mighty payload sticker has reached a new high in terms of the power it has over RV.net posters. Now it shifts legal burdens!

In the event you were in an accident and were sued, the payload rating of the vehicle is one factor among many. And the mere fact that you exceeded that one vehicle rating in and of itself is meaningless - the plaintiff still needs to prove that it actually contributed to the damage he/she/they suffered. I'm not so sure it would be a slam dunk to prove that in the (incredibly) unlikely event this lawsuit didn't settle and you found yourself sitting in front of a jury with experts testifying about the payload sticker versus the other vehicle ratings and characteristics.

Almost all of these civil suits involving auto accidents settle, and in all of those cases you're always working with a number of good and bad facts that weigh for and against each party. Exceeding a payload sticker, if it came up at all, would simply be another one of those facts on the table. How big of a deal it is would depend on the particular situation, but I'd hazard a guess that in most cases carrying 3000 lbs in a 3/4 diesel wouldn't be the deciding factor in determining liability or how much the plaintiff should receive.

I practiced insurance defense litigation for a couple of years so I'm not totally speaking out of my tail here.

CKNSLS wrote:
All pickup threads end up this way-just like ST tire threads. You need a 1 ton Cummins on here to tow a pop-up! That's why people are fleeing this board in droves.

Nah, you don't need a Cummins. You could do it with a 1-ton Powerstroke or Duramax, too!

Agreed that the 'you can't have enough truck' threads have grown tiresome. Many on this board seem to struggle to understand that many of us don't tow 10k+ pound trailers.

The are vast differences in the way each state classifies their vehicles for registration purposes. What's legal in one state may be completely illegal in another.

Most would agree the manufacturer, who engineered, designed, and tested, any given vehicle, is in the best position to know the suitability of their product to carry a given payload. There are legal implications for the manufacturer if their product is proven unsafe when carrying recommended loads. It's in their best interest to be accurate. In any case, the Maximum Payload Sticker is one of several evidentiary tools that may be used in any legal process that involves an overloaded vehicle.

"Overloaded" refers to being over your registered weight. My Tundra was registered for 8000 lbs (IIRC) even though the GVWR was only 7200 lbs. I could LEGALLY be 800 lbs "overloaded".

In case of a law suit, the lawyer bring the case would have the burden of proof that my weights made the vehicle unsafe. Being under tire weights, axle weights and GCWR would make it difficult to PROVE negligence, which is the argument in a civil case.

My 3/4 ton truck is "rated" to 10K lbs. My axle weights are around 12K I think. My tire ratings are over 12K. The lawyer would have to PROVE that I was NEGLIGENT in being over my warranty rating of 10K lbs, but under my registration weight, axles weights, tire weights, etc.

Bionic Man wrote:
Not sure about AZ, but in Colorado the payload sticker only matters for warranty. Nothing legal about it . . .

So, in CO, it appears new car warranties carry a higher priority than public safety.

Curious, how do they legally determine whether a Class 2 or 3 vehicle is "overloaded" in the state of Colorado?