Another truck and camper match question...

[Leemom3]

Let's start with...I am a professional worrier, so reading about others' experiences doesn't really help to reassure me with my own concerns. And,unfortunately, all the literature on matching trucks and campers is just plain confusing.

The present concern? After decades (literally) of thinking and dreaming about what RV to get as we neared retirement (my husband is semi-retired and I am just a few years from semi) we bought a new leftover 2013 "loaded" (I point that out only b/c there is little weight left to add in options) Lance 825 at an amazing price. We are truly excited! The dealer is storing the camper at no extra cost for up to 2 months while we do a truck search. We are very active, enjoying hiking and mountain biking, and we wanted something that would get us where we want to go (slightly off the beaten path) for some shorter trips but also occasional longer ones.

Our 825 has a dry weight of 1818 (per the dealer). We are looking to match it with the right truck. Lance says Chev/GMC 2500HD or Ford F-250 (4wd, off road packages by our choice) are a good match. Ram would also work mechanically, but they are a bit out of financial reach. We want the extend/super cab configuration of whatever truck we purchase.

Is it necessary to try to talk my husband into larger truck (3500 or 350)? It is just the two of us. Also, quite seriously, we are not large individuals. Together, we probably weigh just over 250 pounds. And the Lance we bought really has every option we could want with the exception of possibly solar panels and/or a portable generator.

Thanks!
Lee-Ann

[whizbang]

Good advice. Good choice. You're going to love it.

[Leemom3]

brholt wrote:

Leemom3 wrote:



1. The price difference here in NJ between a GM (either Chev or GMC) 2500 to a 3500 was literally about 8-10K. That was way beyond negotiating room.

I would double check this, I think there is a mistake somewhere (Gas vs Diesel?, SRW vs Duel Rear Wheel). I just went to the GMC web site and built the same truck, same trim etc. and they are within $1,800 of each other

Thanks for the suggestion. Both the Chev and GMC dealers were at a significant difference, comparing gas to gas, same options, etc! Maybe it's just my "neck of the woods, or maybe they thought I'd back down on negotiating. If it was the latter...well, they lost the sale!"

6. Ford publishes additional literature specifically about slide in truck-campers and calculates the weight ratings and limits for them, based on axle ratings and center of gravity. These ratings are lower than payload numbers. The 250 rating (2626 pounds for a fully loaded slide in) would be making it very close when the dry weight of the camper allegedly is 1818. The F350 adds about another 450 pounds.

Ford's slide in camper rating also assumes a 150 pound person in each of the cab's seats. So for a 5 person crewcab they subtract 750 pounds from the payload rating to get the camper rating.

Thank you for that explanation. I didn't know why the numbers were so different! Unless we randomly pick up stray travelers, we are a 150 pound man and a 110 pound woman...but I also wanted the security here. Who knows...maybe I will pick up those stray travelers!
Your collective information helped direct me further in my research. Now, one less thing to worry about and allow me to enjoy the road more! Thanks!

Lee-Ann

Have fun with the truck

Thank you! But as much fun as I am anticipating the truck to be, I am so way more excited about the journeys and stopping points between the trips. I so much want to see all the nooks and crannies of this magnificent country with my best guy!

[brholt]

Leemom3 wrote:
Hi All,

First, THANK YOU to each of you for your thoughtful and detailed replies. I genuinely appreciate the time you all took to do so.

So...today I test drove a diesel, long bed F350 in a crew cab. No, we are not getting diesel, or long bed, or crew cab. But the dealer had no available 350 with the adjustable seats and pedals for me to drive. On top of everything else...I am short, so the adjustable pedals and seat are a necessity. The dealer wanted me to get an idea of how I would feel in the 350. And, as he pointed out, if I felt okay in a long bed with a crew cab, then moving down in size to super cab and a regular bed would make sense.

Bottom line? I liked it!

To address a few of the things many of you raised, in no particular order...

1. The price difference here in NJ between a GM (either Chev or GMC) 2500 to a 3500 was literally about 8-10K. That was way beyond negotiating room.

I would double check this, I think there is a mistake somewhere (Gas vs Diesel?, SRW vs Duel Rear Wheel). I just went to the GMC web site and built the same truck, same trim etc. and they are within $1,800 of each other

2. The price difference between a 250 to 350 was less than 1K, meaning less than the cost of any future mods to add leaf springs to the back or airbags, if I felt a 250 needed more.

3. The price difference between the F350 and a 3500 (either brand) was about 5-7K, again, beyond negotiating space.

4. GM 3500, as someone noted, does NOT come in an extended cab, only a regular or crew cab. F350 DOES come in a supercab. My husband and I were pretty much set on an extended/supercab for the added interior storage space.

5. Regarding the Ford warranty, the official Ford literature specifically states that if you use the truck for a slide in truck-camper and don't purchase the added "camper certification" ($160. for the "cert" plus something extra to the front suspension), then any damage that happens to the suspension that could possibly have occurred from the slide in camper use will void the original warranty. I know, go talk to a lawyer...my husband still practices law and I stopped practicing about 25 years ago. From a contracts perspective, I wasn't willing to risk voiding a warranty (remember...professional worrier here), even though I doubt the suspension would sustain any damage.

6. Ford publishes additional literature specifically about slide in truck-campers and calculates the weight ratings and limits for them, based on axle ratings and center of gravity. These ratings are lower than payload numbers. The 250 rating (2626 pounds for a fully loaded slide in) would be making it very close when the dry weight of the camper allegedly is 1818. The F350 adds about another 450 pounds.

Ford's slide in camper rating also assumes a 150 pound person in each of the cab's seats. So for a 5 person crewcab they subtract 750 pounds from the payload rating to get the camper rating.

7. GM previously published similar guidelines, but no GM dealer could tell me if they still did so. I located GM literature from 2000, but nothing current. And I wasn't satisfied with a salesman saying "it should be okay."

So, we are ordering the F350. Delivery should be in about 6-8 weeks. Until then, the camper dealer is holding onto the camper. I am so looking forward to having it all done.

Your collective information helped direct me further in my research. Now, one less thing to worry about and allow me to enjoy the road more! Thanks!

Lee-Ann

Have fun with the truck

[lap527]

Congrats and nothing wrong with middle-aged, short woman driving...screaming... Just don't ask me how I know...LOL! You go Girl!!

[Leemom3]

Mote wrote:
Congraduations on the truck selection. Sounds like you're ordering a F350 extended cab short bed 4x4 gas with adjustable pedals...I sure you'll enjoy that truck and camper combo.

Mote,

You are correct. We are ordering an F350, SRW, gas, super cab, off road package, camper "certified," adjustable pedals/seat...want anymore info? Just kidding!

If you see a middle-aged, short woman driving this baby screaming with joy at doing all of this, you'll know it's me!

Lee-Ann

[Mote]

Congraduations on the truck selection. Sounds like you're ordering a F350 extended cab short bed 4x4 gas with adjustable pedals...I sure you'll enjoy that truck and camper combo.

[Leemom3]

JIMNLIN wrote:

As you're a professional worrier, I would recommend that you stay away from the "numbers games" that some people play to carry heavier campers on lesser trucks. Numbers games such as ignoring GVWR and using only individual axle ratings to determine how much weight they can carry.

Now your talking about 100 percent of the LTL commercial truck owners and operators you see every day out here on the road moving something down the highway. And we do it with our LDTs for hundreds of thousands of miles and we have a safer safety record than OTR owners/operators.

If we can use the trucks axle ratings to legally/safely carry payloads then one would think it would be safe for RV owners to carry their payloads also.

Again, thank you for your response. I just wasn't sure what "LTL" and other abbreviations (LDT and OTR) meant, so I don't know what to do with this. Any help, please?

Thanks,
Lee-Ann

[Leemom3]

Hi All,

First, THANK YOU to each of you for your thoughtful and detailed replies. I genuinely appreciate the time you all took to do so.

So...today I test drove a diesel, long bed F350 in a crew cab. No, we are not getting diesel, or long bed, or crew cab. But the dealer had no available 350 with the adjustable seats and pedals for me to drive. On top of everything else...I am short, so the adjustable pedals and seat are a necessity. The dealer wanted me to get an idea of how I would feel in the 350. And, as he pointed out, if I felt okay in a long bed with a crew cab, then moving down in size to super cab and a regular bed would make sense.

Bottom line? I liked it!

To address a few of the things many of you raised, in no particular order...

1. The price difference here in NJ between a GM (either Chev or GMC) 2500 to a 3500 was literally about 8-10K. That was way beyond negotiating room.

2. The price difference between a 250 to 350 was less than 1K, meaning less than the cost of any future mods to add leaf springs to the back or airbags, if I felt a 250 needed more.

3. The price difference between the F350 and a 3500 (either brand) was about 5-7K, again, beyond negotiating space.

4. GM 3500, as someone noted, does NOT come in an extended cab, only a regular or crew cab. F350 DOES come in a supercab. My husband and I were pretty much set on an extended/supercab for the added interior storage space.

5. Regarding the Ford warranty, the official Ford literature specifically states that if you use the truck for a slide in truck-camper and don't purchase the added "camper certification" ($160. for the "cert" plus something extra to the front suspension), then any damage that happens to the suspension that could possibly have occurred from the slide in camper use will void the original warranty. I know, go talk to a lawyer...my husband still practices law and I stopped practicing about 25 years ago. From a contracts perspective, I wasn't willing to risk voiding a warranty (remember...professional worrier here), even though I doubt the suspension would sustain any damage.

6. Ford publishes additional literature specifically about slide in truck-campers and calculates the weight ratings and limits for them, based on axle ratings and center of gravity. These ratings are lower than payload numbers. The 250 rating (2626 pounds for a fully loaded slide in) would be making it very close when the dry weight of the camper allegedly is 1818. The F350 adds about another 450 pounds.

7. GM previously published similar guidelines, but no GM dealer could tell me if they still did so. I located GM literature from 2000, but nothing current. And I wasn't satisfied with a salesman saying "it should be okay."

So, we are ordering the F350. Delivery should be in about 6-8 weeks. Until then, the camper dealer is holding onto the camper. I am so looking forward to having it all done.

Your collective information helped direct me further in my research. Now, one less thing to worry about and allow me to enjoy the road more! Thanks!

Lee-Ann

[Grit_dog]

brholt wrote:

Grit dog wrote:
You don't mention if you are looking for a new or used truck. As stated, the cost difference between 2500 and 3500 srw trucks is negligible, as is the advantage, other than heavier rear springs.
Take that into account when purchasing, as you can upgrade a 2500 to 3500 capacity (real world, not gvwr stickers) for $500 or less.
I would get a 3500 in an apples to apples comparison just because bigger is better but not at much of a cost premium.
This is more important if buying used because you want to get the most truck for your $. Since the chassis and running gear are the same save for added rear suspension capacity.
IMO focus on miles, maint records and condition for a used truck more than the badges on the fender.
My other reccomendation would be to get a long bed truck if the camper will fit it. More stable with the longer wheelbase and less rear overhang on the camper.
An 825 is a pretty light camper so you're good either way though.

This used to be true but not so much anymore in the new trucks. For example, in Dodge you get a different suspension between the 3/4 ton and the one ton. In Ford, 3/4 ton diesels get vacuum braked, one ton get hydro boost.

That's interesting about the Ford diesels. I'll have to check out the trucks here at the job. Begs the question why Ford would add another component, vacuum pump, in that mess under the hood. That there would be enough to get a 350 over a 250 PStroke if going Ford.
Yes Ram has 3 completely different suspensions in their HD pickups now. Leafs, coils or air. Same with transmissions. Currently the 2500 diesel is the 68rfe only and the 3500 is diesels are the 68 or the Aisin.....or the G56 but I think both models still are offers with a G56.
My point was the drivetrains and chassis are the same save for the rear suspension so I wouldn't get hung up on 2500 vs 3500 if I found the right used truck.
Thx for the clarification.

[noteven]

If I had the "luxury" of matching a not-yet-bought truck to a nice camper, I would ask the dealer how I could have the camper weighed - even if it cost me a few $$ to hire a truck to do it. Then I would add the weight of supplies (water, propane) then I would add the weight of "all our stuff" -

Actual weight of your camper taken over a scale, not sticker or brochure weights.

Then you will know what minimum payload capability truck to shop for.

Then you can start to work through the truck selection process from there considering pro's and con's of the bewildering array of pickup truck configurations. 🙂

[brholt]

Grit dog wrote:
You don't mention if you are looking for a new or used truck. As stated, the cost difference between 2500 and 3500 srw trucks is negligible, as is the advantage, other than heavier rear springs.
Take that into account when purchasing, as you can upgrade a 2500 to 3500 capacity (real world, not gvwr stickers) for $500 or less.
I would get a 3500 in an apples to apples comparison just because bigger is better but not at much of a cost premium.
This is more important if buying used because you want to get the most truck for your $. Since the chassis and running gear are the same save for added rear suspension capacity.
IMO focus on miles, maint records and condition for a used truck more than the badges on the fender.
My other reccomendation would be to get a long bed truck if the camper will fit it. More stable with the longer wheelbase and less rear overhang on the camper.
An 825 is a pretty light camper so you're good either way though.

This used to be true but not so much anymore in the new trucks. For example, in Dodge you get a different suspension between the 3/4 ton and the one ton. In Ford, 3/4 ton diesels get vacuum braked, one ton get hydro boost.

[JIMNLIN]

mkirsch wrote:
Remember that you're also doing this without the "sanctioning" of the truck's manufacturer.

Thats a crock as we get a full mfg warranty. In fact it was a Ford fleet sales mgr that showed me how to get set up with dot on my first one ton DRW truck that I put in commercial service.
The OP is worried about matching a truck and camper combo. As long as she stays within the trucks certified RAWR/tire load ratings she will have no worries. Now if she or anyone chooses to use the trucks GVWR to figure how much payload is on the trucks rear axle then she/anyone will have to pay close attention to the GVWR package as some truck with those high GVWR numbers have a payloads that will exceed the trucks RAWR.

Warranty is meaningless to LTL operators as they burn through the manufacturer's warranty in 3-4 months on a new truck.

Not hardly. Your talking about LTL hotshot services. Lots of folks out here that are commercially registered don't run that type service including my operations.

Regardless all trucks on the road can use the trucks certified GAWRs or use the trucks GVWR for work or play and we all still get the same mfg warranty.

[SALTYDOG5435S-T]

Lee-Ann,

I am not going to through weight of Camper or The capacity of a particular truck. Ask the driver if He will be happy with you worrying about weight or enjoying the ride. If he wants peace while driving get a 350/3500.

I had the 250 gas. needed to get a new truck. Ended up with a 350. I should have done this a long time ago, is what I thought.

[bighatnohorse]

Let me join the experienced choir: Get the one ton truck.