โAug-18-2019 02:26 PM
โAug-19-2019 02:32 PM
โAug-19-2019 01:57 PM
โAug-19-2019 01:07 PM
Grit dog wrote:
"If you really want to go into the weeds you would need to examine the rest of the vehicle. Is the braking system the same? Or are the 3500 series brakes heavier? I honestly don't know, and don't care, because I have always assumed that the engineers designing something and a manufacturing a piece of equipment that are willing to put a warranty on it, have a better idea of what it can do than the average guy with a toolbox and a JCWhitney catalog. "
Don't know and don't care is why the mfgs recommendations exist in the first place probably.
But for those that do know and understand (don't have to care), incorrect assumptions from folks that don't know are false information.
โAug-19-2019 12:24 PM
โAug-19-2019 11:46 AM
wanderingaimlessly wrote:
In most cases, the answer to your question is that they saved money by using the same components as on another vehicle. Be it brakes, frame or whatever.
wanderingaimlessly wrote:
I could use your logic to likewise ask "why list the front axle higher than 5000 and the rear axle over 5000 since the total rig is rated for 10,000."
โAug-19-2019 11:32 AM
โAug-19-2019 11:29 AM
ShinerBock wrote:wanderingaimlessly wrote:
With the concept of the truck being a 10k lbs gvwr the engineers designed the springs for that weight. the springs are the same for either the CTD or a 5.7 gas, only the payload cap changes, because that is the stated goal of building a 10k lbs gvwr truck.
I gave my opinion, and stated why I dont think it's a good idea for the op's stated idea, if you want to suggest otherwise, feel free.
Yes, the brakes on the 2500 and SRW 3500 are exactly the same. The frames have the same ratings. The front suspension and front axle are the same, The rear axles are the same. The only difference is the rear suspension which is why a 3500's rear axle GAWR is 500 lbs more at 7,000 lbs while my 2500 is 6,500 lbs. Ram's (and most manufacturers) GAWR's are ratings of the whole axle system which includes brakes, tires, axles and suspension.
So if Ram designed my 2500 suspension around a 10k GVWR rating, then why did they give it a front GAWR of 6,000 lbs and the rear 6,500 lbs which is 12,500 lbs total. The 3500 of the same year has a front GAWR of 6,000 lbs and the rear of 7,000 lbs with is 13,000 lbs total.
โAug-19-2019 11:06 AM
wanderingaimlessly wrote:
With the concept of the truck being a 10k lbs gvwr the engineers designed the springs for that weight. the springs are the same for either the CTD or a 5.7 gas, only the payload cap changes, because that is the stated goal of building a 10k lbs gvwr truck. And engineers tend to build to suit the design need, not the backyard mechs dreams.
If you really want to go into the weeds you would need to examine the rest of the vehicle. Is the braking system the same? Or are the 3500 series brakes heavier? I honestly don't know, and don't care, because I have always assumed that the engineers designing something and a manufacturing a piece of equipment that are willing to put a warranty on it, have a better idea of what it can do than the average guy with a toolbox and a JCWhitney catalog.
I gave my opinion, and stated why I dont think it's a good idea for the op's stated idea, if you want to suggest otherwise, feel free.
โAug-19-2019 10:12 AM
Grit dog wrote:
You're missing the point because you can't see through your mfgs gvw rating glasses...
Put aside some people's perceived "liability" of the matter for a moment and think about it.
YOUR truck has a 3klb payload. How much heavier is your truck's unladen rear axle weight than a comparable diesel 4wd? I'll answer for you.
About 1/2 the weight of the transfer case, so about 100lbs heavier.
Yet, with the same rear suspension and chassis, the diesels are considerably less, but pretty much all the diesel's (and front axle) weight is on the front axle. Therefore, the rear end of the truck with the SAME everything else is just as safe and capable.
โAug-19-2019 09:53 AM
wanderingaimlessly wrote:
You still have not understood my point. The 2500 is designed for the 10k limit. the frame, engine one tranny etc are the same as the heavier 3500 series. BUT by design the coil springs are spece'ed to be ideal for the 10K weight. and unless you want to modify, ignore, or overload, they are what causes the limit to be at that point on the truck as built.
Yes I have a 2500 but 2wd, mine is near 3000 lbs because of the gas engine I have towed tt's and had a TC for a while. But I dont tend to jump in and out of my trucks frequently so I Have not had a need as of yet for a diesel.
โAug-19-2019 09:43 AM
โAug-19-2019 09:40 AM
stapler101 wrote:
the trailer I am looking at is a Wildcat 384mb with a hitch weight of 2080 and dry weight of 12443,
I did not know about the door sticker until your post.
My door stickers shows 2380.
โAug-19-2019 09:00 AM
wanderingaimlessly wrote:ib516 wrote:wanderingaimlessly wrote:
Yeah , it's sad, but the coil suspension makes that light riding truck, have very little payload after you allow for the diesels weight.
Sorry my friend, but that is 100% BS.
The 2380# payload is typical for the 2500 crew cab diesel class and has zero to do with the rear springs, and everything to do with the 10k weight limit for class 2 trucks (that is until GM changed the rules sort of, but that's another topic).
All that means is your truck weighs 10,000 - 2380 = 7620# empty as it sits.
The coil spring rear suspension gives a better ride, empty or loaded, but does not reduce the available payload. Trains engines ride on coil springs, and I think they're pretty heavy.
And I simply said it was a light payload cap. And advised how to check it.
The Manufacturers guidelines show the light payload. I did point out that tow capacity was more than sufficient especially since it is the same engine as the 3500 series.
If you want to overload yours, go ahead, but acknowledge that you do this by your own decision and thought process, and at some point some agency or lawyer will prosecute/sue someone for violating the guidelines and going over the 10,000 limit you point out.
What the rear axle in and of itself can carry wont be the determining factor.
And whether or not a train engine has leaf or coil springs has nothing to do with springs spec'ed out to give that soft ride at a 10,000 weight limit in this pickup.
โAug-19-2019 08:45 AM
stapler101 wrote:
I have a 2018 Ram 2500, diesel, short bed, "standard" rear end.
I am considering a 42 ft 5th wheel trailer with an empty weight of 12K.
Will my truck handle it on cross country trips with hills and mountains?
โAug-19-2019 08:16 AM
ib516 wrote:wanderingaimlessly wrote:
Yeah , it's sad, but the coil suspension makes that light riding truck, have very little payload after you allow for the diesels weight.
Sorry my friend, but that is 100% BS.
The 2380# payload is typical for the 2500 crew cab diesel class and has zero to do with the rear springs, and everything to do with the 10k weight limit for class 2 trucks (that is until GM changed the rules sort of, but that's another topic).
All that means is your truck weighs 10,000 - 2380 = 7620# empty as it sits.
The coil spring rear suspension gives a better ride, empty or loaded, but does not reduce the available payload. Trains engines ride on coil springs, and I think they're pretty heavy.