NMace wrote:
What makes no sense is to continue to speak of 1/2, 3/4, and one ton trucks, as 150/1500, 250/2500, and 3,500. Look to the specifications not some arbitrary, often market driven badge.
mkirsch wrote:NMace wrote:JIMNLIN wrote:The point I was trying to make is that I would think that the actual size and strength of the materials that make up the chassis are more important than the designation and payload rating.
Good point.
I would add along with the chassis is the rest of the package especially the suspension.
The OP seem to lump all 1/2 ton trucks in the same pot.
There is a big difference in 1/2 ton trucks capability out here. Maybe some day some folks will better educate themselves on what all 1/2 ton trucks can actually do.
A 1500HD GM has a 8600 GVWR with 6084 RAWR load E tires and wheels.
Same with the 1500 Mega Cab Dodge with a 8510 GVWR and 6000 RAWR with E tires and wheels.
And of course Fords F150HD 8200 GVWR and 4800 RAWR with E tires and wheels.
Any of these 1/2 ton trucks would be a much safer truck with the OP 2500 lb TC.
The devil is always in the details.
Would the rest of you please read this excellent post.
No, because those are NOT "1/2 ton" trucks.
Those are FAKE 1/2 ton trucks. They are really 3/4 ton trucks with 1/2 ton badging. Manufacturers have done this to appease HOA's who have rules against "heavy duty trucks," and to market to people who need more than the average 1/2 ton but for whatever reason are squeamish about driving a "big" 3/4 ton truck.
The 1500 Megacab doesn't even count. The reason they put a 3/4 ton suspension underneath it is because the %$#@ thing weighs over 7000lbs empty. With the cab full of the size people it's designed for (i.e. 6 linebackers), it's pushing the GVWR if not over.
NMace wrote:JIMNLIN wrote:The point I was trying to make is that I would think that the actual size and strength of the materials that make up the chassis are more important than the designation and payload rating.
Good point.
I would add along with the chassis is the rest of the package especially the suspension.
The OP seem to lump all 1/2 ton trucks in the same pot.
There is a big difference in 1/2 ton trucks capability out here. Maybe some day some folks will better educate themselves on what all 1/2 ton trucks can actually do.
A 1500HD GM has a 8600 GVWR with 6084 RAWR load E tires and wheels.
Same with the 1500 Mega Cab Dodge with a 8510 GVWR and 6000 RAWR with E tires and wheels.
And of course Fords F150HD 8200 GVWR and 4800 RAWR with E tires and wheels.
Any of these 1/2 ton trucks would be a much safer truck with the OP 2500 lb TC.
The devil is always in the details.
Would the rest of you please read this excellent post.
JIMNLIN wrote:The point I was trying to make is that I would think that the actual size and strength of the materials that make up the chassis are more important than the designation and payload rating.
Good point.
I would add along with the chassis is the rest of the package especially the suspension.
The OP seem to lump all 1/2 ton trucks in the same pot.
There is a big difference in 1/2 ton trucks capability out here. Maybe some day some folks will better educate themselves on what all 1/2 ton trucks can actually do.
A 1500HD GM has a 8600 GVWR with 6084 RAWR load E tires and wheels.
Same with the 1500 Mega Cab Dodge with a 8510 GVWR and 6000 RAWR with E tires and wheels.
And of course Fords F150HD 8200 GVWR and 4800 RAWR with E tires and wheels.
Any of these 1/2 ton trucks would be a much safer truck with the OP 2500 lb TC.
The devil is always in the details.
NMace wrote:Geewizard wrote:
I know mkirsch and some others will cringe and froth with my comments.....they always do.
Anyhow....
Don't you think that the real-world experience of carrying a TC on my supposed-half ton Toyota Tundra without any problems since 2004 would speak for itself? Yes, I've exceeded the published payload of 1600# by 500#. Yes, I've looked at my frame members, bolts, nuts, axles, etc for damage. Yes, I've repeatedly had Toyota dealer and independent mechanics look my Tundra over for damage from carrying the weight. No one has found anything to be concerned about. The only problem I've encountered since 2004 is the left rear wheel bearing being destroyed when I hit a huge pothole going 70mph on the Alcan Highway near Destruction Bay. I had the rear part of my Double Cab packed full of stuff and the camper packed full of stuff since I was moving from AK to WA. The whole rig payload must have been at least 2500#. And it took another 4 months for that bearing to start telling me it was going bad.
One bearing in 10 years and that's it. Acceleration, handling, braking have all been quite normal.
I think the stickers and published data on the GVWR and payload of pickups are very much CYA numbers by the manufacturers. I'm not condemning them at all. It's just the way business is conducted in this litigious society we live in.
I would never advocate anyone doing anything dangerous or stupid. And I surely would not do anything that would endanger myself or those close to me.
Yes, the safest thing to do, other than stay in bed all day and make comments on the truck camper forum, is to buy a 1-ton dually to carry a light pop-up camper.
ok...let 'er fly....
Ah, I wouldn't do it, but hey if it works and you feel safe.
Geewizard wrote:
I know mkirsch and some others will cringe and froth with my comments.....they always do.
Anyhow....
Don't you think that the real-world experience of carrying a TC on my supposed-half ton Toyota Tundra without any problems since 2004 would speak for itself? Yes, I've exceeded the published payload of 1600# by 500#. Yes, I've looked at my frame members, bolts, nuts, axles, etc for damage. Yes, I've repeatedly had Toyota dealer and independent mechanics look my Tundra over for damage from carrying the weight. No one has found anything to be concerned about. The only problem I've encountered since 2004 is the left rear wheel bearing being destroyed when I hit a huge pothole going 70mph on the Alcan Highway near Destruction Bay. I had the rear part of my Double Cab packed full of stuff and the camper packed full of stuff since I was moving from AK to WA. The whole rig payload must have been at least 2500#. And it took another 4 months for that bearing to start telling me it was going bad.
One bearing in 10 years and that's it. Acceleration, handling, braking have all been quite normal.
I think the stickers and published data on the GVWR and payload of pickups are very much CYA numbers by the manufacturers. I'm not condemning them at all. It's just the way business is conducted in this litigious society we live in.
I would never advocate anyone doing anything dangerous or stupid. And I surely would not do anything that would endanger myself or those close to me.
Yes, the safest thing to do, other than stay in bed all day and make comments on the truck camper forum, is to buy a 1-ton dually to carry a light pop-up camper.
ok...let 'er fly....
The point I was trying to make is that I would think that the actual size and strength of the materials that make up the chassis are more important than the designation and payload rating.
