Another truck and camper match question...

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

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

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.

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.

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.