What I mean is balancing the load. More weight to the rear of the trailer or 5th wheel means less weight on the tongue or pin. Also balancing means even distribution of weight on the axles. When I currently put 260lbs of weight on the bumper of my current TT, I'm taking weight off the hitch, and balancing the load on the axles. I weigh on a CAT Scale so I know the weight distribution. When I fly the aircraft load has to be balanced or the aircraft could crash.
It appears you are towing large 5th wheels. What is the unloaded hitch/pin weight of that 40' Montana? How much cargo/people/diesel/etc. do you have in your truck when you're headed out camping? I'm betting you are over the CCC of your truck.
Thanks for confirming what you mean. It is tricky to get correct, but it is better to be too heavy on the pin than on the rear; it can get really wiggly if you don't have enough tongue weight. I'd rather rely on a few extra pounds on the rear axle than overloading the rear of the 5th wheel. IOW, I think someone could get in trouble trying to get the truck payload perfect then end up too light on the pin. Recommended minimum of 15% on the pin for 5th wheels, and 20-23% is common. My Montana has a GVWR of 16,700 and runs right about 20% on the pin (I have a large rear storage tray so can manage that pretty good). I like the way that tows.
As to CCC, I come from years of commercial hauling, which I do understand is a different world with different rules. For example where I am, GVWR (aka GCWR) of the entire truck and trailer(s) is a number you choose and pay for in licensing and insurance. If you are over that gross weight you either proactively permit or pay a fine if caught. What is an absolute stop is if you are overloaded on any of your axles. Lighten the load, or shift it, and you cannot move until you do.
I apply the same methodology to my pickup and RV. My payload is almost 3900 lbs, but I think you're right that I could exceed that at times. The 2020 RAM 3500 has an "arbitrary" truck GVWR of 11,700 lbs. I say arbitrary, because with private vehicles the manufacturer stipulates and the end user cannot. Yet, I have over 16,000 lbs of tires and 13,500 lbs of axles (rear is 7,000). IOW, a well balanced load could potentially give me a GVWR of 13,500 lbs. I am not close to being over 7,000 lbs on the rear axle or tires and not even close to 12,500 total on the truck, never mind 13,500.
I drove Dodge duallies for years, both for work and for RV towing (last one was a 2008). My 2020 SRW is more capable than they were in spite of having 2 less tires.
Note, the above is my opinion only, and is the methodology I have used for over 30 years. As noted, this is the most stable RV rig I've ever towed and I have enough miles and enough situations to have thoroughly tested it; including emergency braking with absolutely no brake fade, snowy roads including a stretch of black ice, terribly rutted secondary highways, and the steepest mountain grades in western US and Canada. There is simply no time when I was worried that I didn't have a dually.
I respect that others will choose differently, and I have no need to debate whether I should or should not do this.
Of course, I apply a much stricter W&B methodology to flying, but even then we could debate differences in planes and what experienced pilots do in the real world (ie, what is done in with 182s (commonly referred to as "if you can close the doors it will fly") compared with the weight you might be comfortable with loading in a DA40, or the balance of an A36).
Last thought for those concerned about insurance? Ask them. I did, and where I live if you disclose the weight you are towing, they cannot deny you insurance. This has also been the experience of those I know who did have a wreck; the weight was not even a question of the police or the insurance. But, everyone should check for themselves.
But, I digress further, so will end there....
To me, the key is that these are amazingly capable trucks and the OP should buy when they can.
The 2500 is an awesome daily driver and is capable of working pretty hard, but it definitely has limits.
The 3500 wants to work; its a bit rough as a daily driver, but if you tow a lot it will be much more stable, as well as more capable.
All the best with whatever choice you make!
Brad
