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I thought the slight lift and different spring rates on the 2500 Rebel was debunked, it’s got standard 2500 stuff and the 1500 Rebel is the one with suspension changes.
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2025 2500 with 11,040 GVWR/over 3k diesel payload?!
- Thread starter bbechtel16
- Start date
I thought the slight lift and different spring rates on the 2500 Rebel was debunked, it’s got standard 2500 stuff and the 1500 Rebel is the one with suspension changes.
Hey, once you get this vehicle, please post the door stickers?
My 2500 is 5,000 lbs on the front axle and 3,050 lbs on the rear axle, fully fueled, no passengers...
Very interesting topic.
If there are no hardware changes whatsoever, and this is only a sticker change, the question becomes WHY? Guys running commercial will just get a 3500 for actual hardware changes to go with the sticker, and guys using the truck for personal use only don't care. So I don't get it...
Only guess I have is that previously a LOT of guys wanting to pull a camper would avoid the 2500 because of the miserable payload rating on the diesel model, and now this sticker change creates the appearance that the 2500 is now an acceptable choice. In other words, this is marketing at its best.
I like the change, don't get me wrong.
If there are no hardware changes whatsoever, and this is only a sticker change, the question becomes WHY? Guys running commercial will just get a 3500 for actual hardware changes to go with the sticker, and guys using the truck for personal use only don't care. So I don't get it...
Only guess I have is that previously a LOT of guys wanting to pull a camper would avoid the 2500 because of the miserable payload rating on the diesel model, and now this sticker change creates the appearance that the 2500 is now an acceptable choice. In other words, this is marketing at its best.
I like the change, don't get me wrong.
I think most fleets or small business operators that run 2500 have moved away from diesel so the target demo for a diesel 2500 is the recreational/personal type and they're looking for more payload and don't care about registration/CDL.
I mean, if I was running RAM tech that's where my mindset would be.
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The internet has made too many people believe GVWR means something for personal use, so this is a way to get a portion of the market that has gone to Ford and GM in the 3/4 market back.
Commercial users will stick with the 2500 with the 10K GVWR option, just like they do now, for most uses to avoid DOT requirements above 10K.
The 2500 diesel is very much a reasonable choice for many trailers out there, much more than just appearance. Marketing is one aspect, matching the rating to the capability that’s always been there is another.
Vehicle classifications based on the weights currently being used are antiquated. Vehicle curb weight is higher and safe capabilities are exponentially higher than when those weights were set.
Doesn't that chart show the 2500 longbed gasser also has 11,040 GVWR?
Has anyone looked at one to see if that's the case?
Has anyone looked at one to see if that's the case?
DougB
Well-Known Member
Ram needs to fix their chart. Top towing capacity section doesn’t show a 2500 gasser with 11,040 GVWR but bottom payload section does.
Also, somehow the reg cab 8’ gasser rated at 11,040 has LESS payload than 9900 and 10,000 GVWRs. The crew cab math doesn’t work right either. WTH RAM??
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IMHO, it starts to come from looking at the consumer side of trucks that are 15000 vs 2500 vs 3500.
Ford is the hands down volume leader in the 1500s, and the ram wants to offer specialty variations to capture some of that market. This comes from their extensive use of aluminum body parts, which has pros and cons, but would be a big deal for ram to engineer and change in any real time way.
When you put specialty variations on the 1500 platform, such as under body protection, etc, the 1500 platform goes over weight fast, so the customer can barely use it as a truck.
In order to actually capture that market, they either have to put the 1500 cab on the 2500, or offer the megacab on more of the entry level models than they do now.
It makes a lot more sense to offer those specialty platforms on the 2500 platform, and the suspension of a 2500 is more smooth empty for the consumer / lawn guy than a 3500 SRW.
So half the battle is getting the official ratings to make it more interesting in the show room, and frankly half of it is to deal with youtube video enthusiast that have been harassing them about it.
Espacef1fan
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Tire size, PSI, axle ratings; all the same as my first 2019 Ram 2500, only difference the GVWR, which mine was 10,000 lbs. THANKS for posting this
So this would seem to be consistent with what Andre from TFL said; there are no hardware changes of any kind....
not that it would make a 'real' difference, but I would love to get new stickers for my truck too!
I'm 98% sure that on these Super Duty trucks, the F-250 is at 10,000 GVWR standard. That's how mine is stamped. You can option a "paper derate" for no charge that will stamp the truck 9,900 for guys who need it for licensing. You can also select the "Heavy Duty Trailering Package" which DOES have cost associated with it and then your GVWR is increased to 11,500 or so.
Where Ram is differing is that they are doing the 11,040 GVWR at no charge across the board. It's a little shy of Ford's max 3/4 ton capacity, but it's plenty good enough and it doesn't cost extra. Or at least, that's how it seems based upon what I've seen on this forum so far.
Airtim
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johnmyster
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This is the same thing Ram did with my 2014 3500 SRW. However the truck was configured, they fiddled with the GVWR to give the truck 4,000 or more above curb weight. In my case (Megacab, diesel, high trim, 4x4) it got the highest GVWR, ~4200 payload sticker.
Now Ram is doing it with the 2500, having abandoned the 10k target. They have a payload in mind, so they are doing tiered GVWRs against curb weights.
What the payload punters have never been able to wrap their head around is why the diesel engine weight (mostly on the front axle) somehow mechanically penalized your ability to carry trailer tongue weight on the exact same 6k rated rear suspension and back axle by nearly 1,000 pounds.
Now Ram is doing it with the 2500, having abandoned the 10k target. They have a payload in mind, so they are doing tiered GVWRs against curb weights.
What the payload punters have never been able to wrap their head around is why the diesel engine weight (mostly on the front axle) somehow mechanically penalized your ability to carry trailer tongue weight on the exact same 6k rated rear suspension and back axle by nearly 1,000 pounds.
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Not quite the same. The increase to the GVWR on the MC 4x4, to 12,400, was done around the frame/suspension change in 2013. The current 2500 increase to GVWR is nothing more than a sticker change.
All SRW different cab/bed/drive configurations have different GVWR’s, not just the MC. Oddly enough the MC lost the 12,400 GVWR at some point and not it matches the CCLB 12,300 GVWR.