Truck Camper Weight...I know, I know

[gbsteph]

On our last camping trip, I weighed my new since this January, 2019 Ram 3500 CTD DRW 4WD with a 2020 Host Cascade on it's back. Had an average load of gear and supplies. Full fuel, 75% full propane, empty waste tanks and about 10 gallons of fresh water. GVWR is 14000, I was at 14480. Front GAWR is 6000, I was at 5180. Rear GAWR is 9750, I was at 9300. Over on max vehicle weight but under on axle weight, so I am comfortable with that. My 04 Ram 2500 with my old Lance 815 had similar numbers. Over on GVWR but under on axles. I'm not worried about the numbers, but my question is, does anyone know of a formula for calculating removed or added weight to a known vehicle weight based on distance from the CG. I've searched the web but only find stuff on aircraft, which I guess would work. If anyone has a simplified calculation, I would love to hear it.

Thanks
Greg

[Lexx]

I find this to be a fascinating but confusing subject. I have a 2017 F450 with the Dana M300 rear axles. The rear axle GVWR is 9900 lbs. The front axle is 6000 lbs. This is the same GVWR given to the axles on a F350 DRW. Yet the half-shafts on the F450 are noticeably thicker and heavier duty. The brakes on the 450 are 50% bigger than those on the F350. BOTH trucks are limited by their yellow payload stickers to Class III at 14k lbs GVWR. Yet the F450 is clearly a heavier duty truck. And of course the tires are a non-issue since the stock tires have a load limit of 3950 lbs and there are four of them on the rear axle alone.

I've seen posts from folks with really heavy truck campers like the Host Mammoth and big Eagle Caps, with wet weights in the mid-6k lbs range. Considering the typical Platinum F450 has a payload stick of about 4700 lbs, techically these folks are at least 1800 lbs over the payload sticker. Yet every one of these folks states their rig handles and brakes just fine with zero issues.

So what gives? These folks are obviously not lying. It would seem their heavy loads are perfectly within the capability of the truck they're carrying it with. Yes they're technically over the yellow payload sticker, but so? What are the consequences? Is someone going to prove that a truck with a Class IV truck suspension is so overweight that he is at fault for overloading his Class III truck?

[Bedlam]

The Dana 110 is 14k lbs, Dana 111 15k lbs, Dana 130 is 16k lbs. The Dana 80 loaded at 15k lbs was overloaded and prematurely wearing out.

[Kayteg1]

Not sure if my memory is correct, but I think the Dana 80 in my 1999 F450 was >15k rated.
At least that is how I used it.

[Bedlam]

The AAM 10.5" is around 10k lbs and the 11.8" used in Ram's DRW is over 11K lbs. The Visteon Sterling 10.5" used by Ford is 9750 lbs and the Dana 80 is close to 11k lbs. I do not have ratings for newer Dana's used in Ford pickup trucks.

[ticki2]

Bedlam wrote:

ticki2 wrote:

jerryleejr wrote:


I understand there’s a lot of variables but let’s say a Ram 3500 chassis cab comes in both SRW and DRW configurations. The SRW lists 6800 RAWR and 9850 for the DRW. That’s why I’m assuming it’s the tires...

JJ

Usually the differences are tires , wheels and springs . Axles are the same .

The DRW are typically heavier than SRW axles in the current trucks. If you look at the OEM ratings from Dama or AAM, they typically have at least 1k lbs more capacity with larger tubes or ring gears.

I have looked for the newer ratings on the AAM axles but have not found any . If you have them would you post .

[Kayteg1]

mkirsch wrote:


NY resident here. DMV gave me COMMERCIAL plates for my 1500. Did not give me the option of anything else.

Been paying for commercial licenses on half ton trucks since 1995.

Government will never lower your fees when you don't ask for it.
In CA I had to load my TC and go to DMV inspection to drop the commercial plates and commercial fees.

[Bedlam]

ticki2 wrote:

jerryleejr wrote:


I understand there’s a lot of variables but let’s say a Ram 3500 chassis cab comes in both SRW and DRW configurations. The SRW lists 6800 RAWR and 9850 for the DRW. That’s why I’m assuming it’s the tires...

JJ

Usually the differences are tires , wheels and springs . Axles are the same .

The DRW are typically heavier than SRW axles in the current trucks. If you look at the OEM ratings from Dama or AAM, they typically have at least 1k lbs more capacity with larger tubes or ring gears.

[mkirsch]

K Mac wrote:
In NY F150,Chev./GMC 1500, Dodge 1500 are PASSENGER PLATED. My F 350 SRW, is pass. plated, this is because DMV says it is. I use it with a TC in in it and DMV consider's it a camper. Take a look at the next Class A, motor home that passes you, notice it has pass. plates also. It's just how DMV does it. Yes, no requirement for weigh stations.

NY resident here. DMV gave me COMMERCIAL plates for my 1500. Did not give me the option of anything else.

Been paying for commercial licenses on half ton trucks since 1995.

[Grit_dog]

Thread resurrected with a valid question, then a squirrel ran through and threw the responders right off track....
To the same axle question. No, can’t assume they are the same, however most are same or similar ratings and there isn’t a 1 ton srw axle out there for many years now that is rated les than 10k. (Axle mfg rating not necessarily vehicle mfg rawr)

So, yes, the vast majority of the difference is split between tire/wheel capacity, spring capacity and outside influenced gvw ratings.

[K_Mac]

srschang wrote:
In NY, all pickup trucks have commercial plates. There is no requirement for pickup trucks to pull into weigh stations.

...///... In NY F150,Chev./GMC 1500, Dodge 1500 are PASSENGER PLATED. My F 350 SRW, is pass. plated, this is because DMV says it is. I use it with a TC in in it and DMV consider's it a camper. Take a look at the next Class A, motor home that passes you, notice it has pass. plates also. It's just how DMV does it. Yes, no requirement for weigh stations.

[Kayteg1]

srschang wrote:
In NY, all pickup trucks have commercial plates. There is no requirement for pickup trucks to pull into weigh stations.

This is why they sell >12k rated SRW pickups in NY.
Nobody will buy such truck in CA.
That is why they paste different stickers on them for sale in different state.

[ticki2]

jerryleejr wrote:


I understand there’s a lot of variables but let’s say a Ram 3500 chassis cab comes in both SRW and DRW configurations. The SRW lists 6800 RAWR and 9850 for the DRW. That’s why I’m assuming it’s the tires...

JJ

Usually the differences are tires , wheels and springs . Axles are the same .

[srschang]

In NY, all pickup trucks have commercial plates. There is no requirement for pickup trucks to pull into weigh stations.

[Kayteg1]

srschang wrote:


I only have one data point, but my 2020 Ram 3500 SRW has a GVW of 12,300 lb.

Don't know about NY, but when in CA, you are obligated to drive via all DOT scales.
Plenty of them in the state.

[srschang]

Kayteg1 wrote:
I doubt SRW and DRW have the same springs?
That beside the fact that the number you posted might be result of taxation and have loose connection with actual axle capacities.
SRW usually are sold with GVW below 10k lb, when DRW below 15k lb.
That is due that in most of the states rating it above those numbers might bring commercial requirements, different smog requirements and definitely higher fees.
My F450 had sticker for 15k lb, where set of tires added to 22k lb and I actually used it above 20k lb.

I only have one data point, but my 2020 Ram 3500 SRW has a GVW of 12,300 lb.