camper load guides

GeoBoy wrote:
My truck, see sig, states 4,913 lbs for a slide-in camper on the sticker in the glove box.

Your truck is pretty much the configuration I would be looking at from any of the big 3 manufacturers with out the 4x4 , for 2016 the difference in payload seems to be 1940 lbs for the Silverado, 6234 for the 4x2 and 4292 for the 4x4 If I am reading the GM information correctly

My truck, see sig, states 4,913 lbs for a slide-in camper on the sticker in the glove box.

A TC is going to put that cg several feet higher in the air and have greater dynamic forces affecting the truck's handling than a concentrated load.

Not with a properly configured camper :D
(44 gallons of water and 4 94 lb batteries right on the truck bed)

Now if you're more pracitcal in your acceptance of capacities and willing to do some additions or simple modifications to your camper hauler, based on component capacities and leaving overall truck class gvw ratings out of the equation (it's a fact that some/a lot of gvw ratings are limited by the class rating of the truck and not its real capability or even the lowest rated component in the system), my general rule of thumb for newer, last 10 years give or take, models is this.
To stay within the component ratings with the exception of spring rate or ride height/stability preference, 4000lbs is a rough limit for 2500/3500 srw model trucks. Add a little for a long bed, subtract a little for a shortbed potentially depending on the campers cg front to back.
Unless overloaded on spring rate, a hefty rear stabilizer bar and devices to engage the overload springs without a lot of sag are IMO almost unilaterally a good choice. Additional weight carrying mods after that, up to wheel or axle capacity.
3500 dually, take that up to 5000-5500 lbs.
Any more than that, start thinking hard about a class 4 or 5 truck.

I haven't. But if you're a by the numbers guy, you can apply about the same deduction as you see in the other mfgs guides.
I believe the lower ratings stem from stability analyses where the avg large "load" in a truck bed is concentrated pretty much to the confines of the bed with the vertical center of gravity somewhere within the truck bed, relatively low. Ie: a pallet of bricks.
A TC is going to put that cg several feet higher in the air and have greater dynamic forces affecting the truck's handling than a concentrated load.
Word of warning, and there's a hundred threads or more debating this issue.......if you're going to go completely by all the mfgs numbers and don't understand mechanics or just aren't willing to forgo limitations imposed on paper, for whatever reason they may be there, be prepared to buy a larger truck than you may think you need for a smaller camper than you think you want.