Register a free account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members through your own private inbox!
I was originally thinking a 2500 until I started looking at 5th wheel requirements and decided it wasn't going to cut it. The 2500 should be able to tow some decent size TTs through tongue weight vs pin weight differences. There are some light 5th wheels out the 2500 can haul but they're not going to be very long.
You'll be good.
I mean your 2500 will do the job for you.
rvlifemag.com
This article ought to stir the debate a little...
Load capacity of 3/4 ton trucks - RV Lifestyle Magazine
Understanding your truck’s door sticker. Some automakers have started printing payload capacity on the door sticker of new trucks in addition to GVWR and GAWR ratings. The question is: are these payload numbers valid, especially when towing? I’m going to use a Ford for my example here but...
Did you get the auto leveling system?
I knew that would stir the pot!! It does seem irresponsible of a guy in that position to give sketchy advice, almost encouraged to throw caution to the wind.
Interesting take.This article ought to stir the debate a little...
Load capacity of 3/4 ton trucks - RV Lifestyle Magazine
Understanding your truck’s door sticker. Some automakers have started printing payload capacity on the door sticker of new trucks in addition to GVWR and GAWR ratings. The question is: are these payload numbers valid, especially when towing? I’m going to use a Ford for my example here but...
If you're referring to the 2500, no it did not have auto-leveling. I was going to buy one right off the lot and then the 68RFE recall hit and they couldn't sell it to me until the fix was in place. That was a God send because it gave me time to rethink my towing strategy and I ended up telling them I want to order a 3500 instead.
As an option yes. I did not order that for my truck.
Correct. The 2500's (like most manufacturer's 3/4 ton trucks) are artificially capped at a 10,000 GVWR. No difference in Florida, but, some places have thresholds for insurance and registrations changes for vehicles over 10k, so, manufacturers have historically capped 3/4 tons there and let the 1-tons do the more commercial type work/insurance/registrations. The truck is likely capable of more, but, legally, the sticker says 10k max. It bugs me how these things are done. You're penalized for a diesel sitting over the front axle when in all reality, that has very little impact on the true payload where it's placed in a truck. Everyone will view the numbers differently, that's just my opinion. I am not convinced that a 2500 gasser with 3000# sticker payload is any more safe/stable than a 2500 CTD with 2000# sticker payload when towing a 2200# pin weight fiver for instance. One is definitely overloaded by the book, the other may not be, but, the rear springs see the same exact thing.