I don't trust articles.  They are saying that the new Dodge will outdo the Ford F450, but they seem to be playing with numbers, enough so to make me have doubts.

Their GCVW is supposedly around 37,500 lbs compared to the Ford F450's 33,000 lbs.  However, in doing all that, they still only have a GVWR of 14,000, which is just enough to stay in the F350/3500 series of trucks (Class 3) instead of going into the higher classified trucks such as the F450 and mini Freightliners (Class 4).  Some are saying that "maybe it is so that it makes them easier and cheaper to register."  So, why build a truck with such high GCVW weights that won't "legally" carry what it claims?  I'll guarantee that a weigh man with some state police forces will hit them hard if they are overweight.

And never believe it when they talk about "towing weights."  I know of trucks that can be under on the towing weight, but over on the GCVW.  Plus, if you put the heavier weights (towing wise) onto the new Dodge, I'd be afraid that the weights on the axles and tires could be exceeded.  So, take that 30,000 lbs of towing weight with a grain of salt.

Terry

George,

Yes.  Because I don't trust articles.  Many of those articles are written by folks that may have never even seen the actual truck.  Some of them, at least the one's I've read, seem to be written from the manufacturer's press releases.  One of the articles I read with regard to the Dodge did go ahead and state that for the truck to be "configured right" for the 30,000 lb capacity, it had to have a regular cab and not an extended or crew cab.  How many RV'ers are going to want that?

As for all the trucks, I like to see improvements in their design and construction.  By doing that, each manufacturer is setting a "new bar" for the others to strive for in improving their designs and construction.  We all win when there is competition.

Besides, some "fanboys" of GM and Dodge have accused Ford of "fiddling with their numbers" as well.  I don't like to see "number-fiddling."  I want to see "real" changes.  In my own case, most of my experiences with GM and Dodge trucks have been at the 1/2 ton level, thus nowhere near heavy enough to tow what we tow today.  I want folks buying today, many that may have never driven a truck before, to be purchasing products based on "true" numbers.

I have Fords because I have had better experiences with them than I did with the Dodge and GM's before.  Also, when I was researching for our tow vehicle, neither GM nor Dodge could come close to matching the weight capacities of the F450.  One Dodge salesman really got ticked off when he couldn't "prove" his numbers to beat the F450, so he started bashing the Fords.  I told him that if he had to bash the competition to make a sale, rather than make the sale on the trucks capabilities, he wasn't a very good salesman.

Terry

I'm not sure how being a pilot gives one enough knowledge to know that the 3/4 ton truck is "perfect."  However, for a 41' trailer, that is a very light trailer.  Our Mobile Suites at 38.5 feet has a GVWR of 18,500 lbs.  Back when we towed smaller (26 foot) units, the 3/4 ton truck was big enough, but the gas engine still seemed to work hard a lot.

Always take weight advice (including mine) with a grain of salt.  I remember a forum participant that said they attended a seminar put on by one of the "big names" in the RV world.  In that seminar, they were told that the use of a truck with duals was actually lowering its weight capacity because one "had to deduct the weight of the extra tires and wheels" from the overall gross weight of the truck.  To counter that claim, I showed the weight capacities of one brand of truck (found in that manufacturer's brochure) with SRW versus DRW.  The DRW truck's weight capacities were actually higher than those of the SRW.

I've always wondered if that seminar instructor is still presenting his seminars with the same information.

Terry

WestWardHo wrote:

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I read all this truck stuff because we're always concerned about safety although I can tell you I don't understand most of it. Still trying to get the truck towing ratios in my head.

I am totally confused as our next door host here in our campground has a 2011 2500 Diesel Silverado, not Dually to pull a 41 ft. Heartland Landmark Key Largo with a dry weight of 12,972 and a GVWR of 16,250 which I would have thought a 2500 was not enough truck but he, being a former pilot says its perfect.

I'm obviously missing a lot here.

This Ram sounds interesting.

Sherry

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Sherry:

I’m a pilot and that doesn’t mean I know anything about truck capacities anymore than if I drive semis with a class “A” license, which I have, I have a clue as to piloting.

The Chevy 2500 or a Ford F-250would be overloaded with a 16,250 trailer.  The Chevy 2500 Diesel will pull the trainer just fine without any trouble.  But the truck is overloaded as to weight capability, both combined weight and hitch weight.  Just is.

Now, can you do this: Yes.  Is it safe: no.

Please keep in mind the truck brand has nothing to do with weight capabilities, it’s the specifications of the specific truck and that is determined by more than just the “Badge” on the side of 2500 / F-250 / 2500HD, etc.

As a comment to the question of the estimated pin weight of the trailer from Lyn – I would guess or “budget” 4,000lbs.  But here is the rub, you have to know the actual numbers.  That is where the mistake is made.  You can’t guess.  You need to know for sure, get the actual weights for a specific trailer and get the actual specifications / capabilities for a specific truck and trailer.  Not just a brand or a “Badge” (like F-250) on the side.  Each model year, and many within the model year, are equipped differently.  You just need to get and use the actual numbers.

Safe travels

Lyn wrote:

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Question for Jack (and/or others): What is the pin weight gestimate for a 40 foot fifth wheel that weighs 22-23K fully loaded.

 

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 It varies depending on what you have in the "front" of the coach. A larger upper deck (stretched bedroom/bath) will change it some, and lots of batteries will change it some.  They attempt to keep it in the 20-22% range. So you can figure it based on that. Figure a 40' NH typically outfitted will be in the 19.2-19.8K range empty. And then add your stuff. I'd say 2500 lbs. So you are in the 22K GV range. Perhaps less. 

Lyn wrote:

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Jack and Bill, Thank you both for your reply! Those pin weights, and even if we are a little heavier due to a stretched bedroom and lots of batteries, we should have a bit of cushion with the RGAWR of 9,750. When we get a little closer to placing our order for the 5th wheel and truck we will further double check all specs and take the RAM for a test drive.

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Lyn:

As your research continues may I suggest you “budget” not only the pin weight on the rear axle, but also tools and perhaps an aux tank full of fuel. A 60 gallon aux tank will add 500lbs+ when full.  I don’t recall the factory fuel capacity of the new Dodge.  But many feel, if you are actually traveling, that 36 or so gallons of diesel is a pretty small amount requiring you to stop for fuel too often.  You also have tools and other items that end up in the truck and therefore on the rear and front axle.  So keep that in mind – those additional weights add up really fast and you can exceed other ratings long before you hit that 37,500 GCVW or the 30,000 trailer weight.  That's why some op for HDTs.

Actually, by specification, the new Dodge looks pretty good and I personally use published specifications. Not the marketing hype – the real specifications that come with each specific truck and that vary considerably based on year and truck configuration.  The biggest question in my mind, about the new Dodge, is not the weight specifications.  It will be the new transmission and how well it is integrated with the engine and whatever version of an exhaust brake Dodge will provide.  Braking and control are very important and that is a job for the engine, transmission and an exhaust brake in addition to the truck and trailer brakes.  Not saying the new Dodge won’t live up to its published specs.  But be careful of version 1.0 of anything, IMO.  That is “first year.”  The first year is the “find the bugs on the customer’s nickel” year.  It is true for all manufactures including Ford or GM.

One other suggestion: Get hydraulic disc brakes on the trailer regardless of the truck.  They make a huge difference in safety.  Once you have stopped a big trailer with electric over hydraulic disc brakes you will never go back to the old school “magnet” brakes again.  Yes, they are that much better and safer – really.

Safe travels