Dodge/Ram HD truck specs 2003-2019

[ShinerBock]

Got really bored at work today and curiosity took over after discussing specs with a co-worker who had an older 3500 SRW. He did not believe me when I stated that the 2014+ HD trucks with the new frames essentially took the specs and ratings of the class above it. Meaning the 2014 2500's basically became prior 3500 SRW and the 2014 3500 SRW became prior 3500 DRW.

He also didn't didn't believe that prior to 2007, all SRW 3500 were in the same 2b truck class as the 2500 3/4 tons due to their sub 10k GVWR. Added 2019 numbers in there as well. Surprising that the GAWRs on the 2019 2500s went down, but everything else went up.

Figured you guys would want to see as well.

PS: This info did not take that long to get since we already had the Ram bodybuilder charts in our system. A quick v-lookup auto-populated most of it for me.

[rvshrinker]

One ton and done.

[Acampingwewillg]

Come to find out his payload is 2200 lbs....not so good for a fifth wheel if you want to stay within weight limits. I'm done suggesting anything because at this point no matter what I say, I'm picking on him for his error. I did check his dealer inventory and they had a number of 1 ton and 1 ton dual rear wheel available all in the New 2018 category. Went looking on Sunday at fivers and everything he liked was over his weight limit but of course the salesmen were all saying, just add air bags and your fine...LOL!

He's a hard head so as it stands he will end up with an Ultra Lite fifth wheel(about the same quality as his bumper pull he sold last year) whereas he could pull just about any decent bumper pull he wanted...BUT No way!! May as well compound the truck error with an RV error!

[IdaD]

Acampingwewillgo wrote:
Just two thoughts/questions....having a "classic" Dodge 1 ton dually V-10 1996 vintage which I bought to tow with way back when but ended up with a motorhome(its has 26,000 original miles) I certainly see the Large difference in towing capacity today compared to back then!

Secondly, a friend just retired. He wants nothing longer than a 35' Fifth wheel but he also wants a quality one(meaning heavier). Honestly I don't follow the latest trends but I've been telling him for years to get a dually 1 ton ….so he comes up to spend a couple day with us, in his new 2018 Dodge 2500HD Diesel 4wd....very impressive single rear wheel. I'm happy for him but at the same time question it? He tells me towing capacity is roughly 17,000 lbs and Pin weight of 2500 ...and some of the 5ers I
ve looked at in his price/size range push 15-17,000 lbs with Pin weights close to or over 2500

I don't want to rain on his parade cause I alwals figured you should more truck than needed....am I wrong? or will he be OK? He's very impressionable and I'm sure the salesman told him it could tow anything!!! Just looking for opinions….Like I said, I don't keep up with it all as I use to. ( a footnote, I tried directing him to a used F-650 with a 300hp CAT Super Cruzer in mint condition. That would have been plenty of truck although a 2005 with 60,000 miles).

On edit....that 2005 even in the 650 class has less of a tow rating than I expected?

He shouldn't have a problem with just about any 35' or under fifth wheels. Even the Arctic Fox ones, which are quality units, tend to run in the 15k gross range, and retired generally means two people not a family with associated stuff to carry. His rear axle rating is 6500 lbs which should allow over 3000 lbs of pin and hitch weight, and frankly he could bump that up a bit with timbrens or bags (imo). I wouldn't worry about it.

[Acampingwewillg]

Just two thoughts/questions....having a "classic" Dodge 1 ton dually V-10 1996 vintage which I bought to tow with way back when but ended up with a motorhome(its has 26,000 original miles) I certainly see the Large difference in towing capacity today compared to back then!

Secondly, a friend just retired. He wants nothing longer than a 35' Fifth wheel but he also wants a quality one(meaning heavier). Honestly I don't follow the latest trends but I've been telling him for years to get a dually 1 ton ….so he comes up to spend a couple day with us, in his new 2018 Dodge 2500HD Diesel 4wd....very impressive single rear wheel. I'm happy for him but at the same time question it? He tells me towing capacity is roughly 17,000 lbs and Pin weight of 2500 ...and some of the 5ers I
ve looked at in his price/size range push 15-17,000 lbs with Pin weights close to or over 2500

I don't want to rain on his parade cause I alwals figured you should more truck than needed....am I wrong? or will he be OK? He's very impressionable and I'm sure the salesman told him it could tow anything!!! Just looking for opinions….Like I said, I don't keep up with it all as I use to. ( a footnote, I tried directing him to a used F-650 with a 300hp CAT Super Cruzer in mint condition. That would have been plenty of truck although a 2005 with 60,000 miles).

On edit....that 2005 even in the 650 class has less of a tow rating than I expected?

[ShinerBock]

IdaD wrote:


Because I've seen lots of F150 owners on here, especially if they've got the HD payload package, point out excitedly that they have as much payload rating as a 3/4 ton diesel. Which while technically true in some cases, doesn't mean anything.

The half ton Ram guys don't say anything because their payload ratings are usually down around 1000 lbs.

I went from an F150 HD to a Ram 2500 and pulled mostly the same trailers aside from the 13k 5er I purchased after I bought my 2500. While I loved that truck(especially the motor) and it handled the weight better than any 1/2 ton I have driven or owned, it is not even close to my 2500 in terms stability and control when loaded even though on paper it had more payload.

I have loaded both with a bed full of wood and dirt, and the 2500 hardly even knew it was back there while you could clearly tell in the F150HD. Not knocking the F150HD because it is definitely a capable truck and is more capable than any other half ton for those certain buyers who want something a little more that a 1/2 ton, but do not want to step up to a 3/4 ton due to the under powered gas guzzling gas engine choices. You can just tell that the F150HD is on the border of what it can handle at its ratings and my 2500 is capable of handling a lot more(twice as much IMO) than its ratings when given the same load.

On a side not, my brother has stated that his 2014 2500 handles his RV and other trailers better than his 2012 F350. Both had about about the same squat, but he said he felt more confident with less sway when towing with the 2500. He said that he was able to tow his RV 160 miles down to Rockport at higher slightly speeds because of this.

[IdaD]

FishOnOne wrote:

IdaD wrote:

LIKE2BUILD wrote:

Fuzzy Bear wrote:
....truck however had to be registered commercial because the GVWR was over 10100# and had dual wheels. This also required commercial insurance!

So I learned something here. :B I had thought it was the 450/4500 trucks that put you in commercial range but your experience definitely changes that. This scenario (and ShinerBock's comments) definitely confirm the 10K GVWR on my truck and others is just a legal number, not the real number. You have to read the fine print to get all the details.

Obviously I don't want to overload my truck and be unsafe, but the reality is the truck is way more capable than the 10K GVWR they put on the sticker.

KJ

Take a gander at F150 with a similar payload rating someday and compare it to what's underneath your truck. They're totally different animals.

Since he drives a ram why don't he compare a 1500 ram to what's underneath his truck! And yes they're totally different animals.

Because I've seen lots of F150 owners on here, especially if they've got the HD payload package, point out excitedly that they have as much payload rating as a 3/4 ton diesel. Which while technically true in some cases, doesn't mean anything.

The half ton Ram guys don't say anything because their payload ratings are usually down around 1000 lbs.

[Cummins12V98]

I have registered in WA for many years and have never seen an odd number on tonnage. 12k, 14k etc is normal.

"Washington the truck was registered for 13K and the camper had to be registered too."

[FishOnOne]

IdaD wrote:

LIKE2BUILD wrote:

Fuzzy Bear wrote:
....truck however had to be registered commercial because the GVWR was over 10100# and had dual wheels. This also required commercial insurance!

So I learned something here. :B I had thought it was the 450/4500 trucks that put you in commercial range but your experience definitely changes that. This scenario (and ShinerBock's comments) definitely confirm the 10K GVWR on my truck and others is just a legal number, not the real number. You have to read the fine print to get all the details.

Obviously I don't want to overload my truck and be unsafe, but the reality is the truck is way more capable than the 10K GVWR they put on the sticker.

KJ

Take a gander at F150 with a similar payload rating someday and compare it to what's underneath your truck. They're totally different animals.

Since he drives a ram why don't he compare a 1500 ram to what's underneath his truck! And yes they're totally different animals.

[IdaD]

LIKE2BUILD wrote:

Fuzzy Bear wrote:
....truck however had to be registered commercial because the GVWR was over 10100# and had dual wheels. This also required commercial insurance!

So I learned something here. :B I had thought it was the 450/4500 trucks that put you in commercial range but your experience definitely changes that. This scenario (and ShinerBock's comments) definitely confirm the 10K GVWR on my truck and others is just a legal number, not the real number. You have to read the fine print to get all the details.

Obviously I don't want to overload my truck and be unsafe, but the reality is the truck is way more capable than the 10K GVWR they put on the sticker.

KJ

Take a gander at F150 with a similar payload rating someday and compare it to what's underneath your truck. They're totally different animals.

[LIKE2BUILD]

Fuzzy Bear wrote:
....truck however had to be registered commercial because the GVWR was over 10100# and had dual wheels. This also required commercial insurance!

So I learned something here. :B I had thought it was the 450/4500 trucks that put you in commercial range but your experience definitely changes that. This scenario (and ShinerBock's comments) definitely confirm the 10K GVWR on my truck and others is just a legal number, not the real number. You have to read the fine print to get all the details.

Obviously I don't want to overload my truck and be unsafe, but the reality is the truck is way more capable than the 10K GVWR they put on the sticker.

KJ

[ShinerBock]

Fuzzy Bear wrote:

LIKE2BUILD wrote:

Grit dog wrote:
You've been around this forum long enough to know that answer...or are you just seeing of there's any hungry weight cops that will bite on what your casting? Lol

:S
No, not fishing. It just seems on 1/2 tons the numbers usually work out pretty square. So, when folks jump on here asking “can I tow this....” we tell them to stay within the numbers and it’s solid advice. On these 2500’s Ram seems to have thrown this out the window. My comment was more of an open ponder. I know it’s more of a legal number but it really floors me the truck can handle 1.25 tons more than the badge rating.

I’m certainly glad it can. I’ve hauled maxed out on everything a few times and it’s pulled just fine and I never felt over matched by the trailer. I can’t say I want to do that routinely, but the beast has the chassis and grunt to handle right up to all the ratings.

This was a big lesson for me moving from Washington State to Massachusetts. I had a 2008 3500 DRW with a 5K slide in camper. In Washington the truck was registered for 13K and the camper had to be registered too. Massachusetts considered the camper cargo so no need to register it. The truck however had to be registered commercial because the GVWR was over 10100# and had dual wheels. This also required commercial insurance! We moved to a travel trailer so no more need for the dually and commercial registration and insurance. Sold the dually and now have a 2500. The GVWR at 10K lets me register it as a passenger vehicle (yeah, got my veteran plates again!) and no longer have commercial insurance. Registration is good for 2 years versus every year for a commercial vehicle. And I save the hour of labor on inspections. So my take is that the manufacturers keep the GVWR at 10K to make their truck more marketable in these areas.

Doug

Yep! This is why Ford sells an F350 that you can option to be de-rated to 10k GVWR. It is identical to the regular F350, but with a 10k GVWR for those that don't want to register it under commercial use. Ram and GM seem to take a different approach, they beef up their 2500 closer to the 3500.

At least up until 2019. There seems to be a much greater spread on GAWR's between the 2019 2500's and SRW 3500's.

[Fuzzy_Bear]

LIKE2BUILD wrote:

Grit dog wrote:
You've been around this forum long enough to know that answer...or are you just seeing of there's any hungry weight cops that will bite on what your casting? Lol

:S
No, not fishing. It just seems on 1/2 tons the numbers usually work out pretty square. So, when folks jump on here asking “can I tow this....” we tell them to stay within the numbers and it’s solid advice. On these 2500’s Ram seems to have thrown this out the window. My comment was more of an open ponder. I know it’s more of a legal number but it really floors me the truck can handle 1.25 tons more than the badge rating.

I’m certainly glad it can. I’ve hauled maxed out on everything a few times and it’s pulled just fine and I never felt over matched by the trailer. I can’t say I want to do that routinely, but the beast has the chassis and grunt to handle right up to all the ratings.

This was a big lesson for me moving from Washington State to Massachusetts. I had a 2008 3500 DRW with a 5K slide in camper. In Washington the truck was registered for 13K and the camper had to be registered too. Massachusetts considered the camper cargo so no need to register it. The truck however had to be registered commercial because the GVWR was over 10100# and had dual wheels. This also required commercial insurance! We moved to a travel trailer so no more need for the dually and commercial registration and insurance. Sold the dually and now have a 2500. The GVWR at 10K lets me register it as a passenger vehicle (yeah, got my veteran plates again!) and no longer have commercial insurance. Registration is good for 2 years versus every year for a commercial vehicle. And I save the hour of labor on inspections. So my take is that the manufacturers keep the GVWR at 10K to make their truck more marketable in these areas.

Doug

[LIKE2BUILD]

Grit dog wrote:
You've been around this forum long enough to know that answer...or are you just seeing of there's any hungry weight cops that will bite on what your casting? Lol

:S
No, not fishing. It just seems on 1/2 tons the numbers usually work out pretty square. So, when folks jump on here asking “can I tow this....” we tell them to stay within the numbers and it’s solid advice. On these 2500’s Ram seems to have thrown this out the window. My comment was more of an open ponder. I know it’s more of a legal number but it really floors me the truck can handle 1.25 tons more than the badge rating.

I’m certainly glad it can. I’ve hauled maxed out on everything a few times and it’s pulled just fine and I never felt over matched by the trailer. I can’t say I want to do that routinely, but the beast has the chassis and grunt to handle right up to all the ratings.

[ShinerBock]

Cummins12V98 wrote:
Shiner I have to ask, when you “were” with Cummins were you “bored” often?

Depends. When I was in sales later on, yes because I was always traveling from city to city and staying in a different hotel every night. When I worked as an analyst and a few other jobs, no because there was always something to do that interested me. Well, some parts of those jobs were redundant and boring. With my current job, I generally get bored towards the end of the month waiting on the new month to begin.