mkirsch
Rochester, NY
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25% of 14000 is 3500.
So on a theoretical max weight of 14000 you're looking at a theoretical max pin weight of 3500lbs. That doesn't even count the weight of the 5th wheel hitch.
Your average everyday 2500 series truck is not rated to handle that even ignoring GVWR and just going on rear axle and tire ratings. They still tend to have 3000-3200lbs of payload before you hit the limits of the rear tires.
The truck will need to have suspension and tires for a 14000lb trailer.
Simple fact of the matter is, you're not going to find a 3500 SRW on dealer lots right now. You can barely find 1500s and most dealer lots tend to have 25 1500's for every 2500, and 25 2500s for every 3500 SRW.
Putting 10-ply tires on half ton trucks since aught-four.
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corvettekent
Marysville, WA
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It is far better to have too much truck than not enough truck.
2022 Silverado 3500 High Country CC/LB, SRW, L5P. B&W Companion Hitch with pucks. Hadley air horns.
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Grit dog
Black Diamond, WA
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S Davis wrote:If you like messing with your vehicles go 3/4 ton, I towed a 14,000lb gooseneck with a 2013 2500HD and had to add helper springs, upgraded shocks and upgraded tires. My pin weight was over 3000lbs.
And yet aside from spring rate, the trucks are the same. Hence the helper springs. The other 2 items you’re claiming are just for effect, since 1 ton srw trucks are available with the same wheels and tires as 3/4 tons and shocks, well, 90% of factory shocks are less than stellar and they have no bearing on load carrying capacity.
Nice try though.
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Grit dog
Black Diamond, WA
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Lwiddis wrote:For the few hundred that a one ton is priced over a 3/4, get the one ton.
1. You have no idea if the OP is buying new, which if the case, you’re correct, save for availability.
2. Speaking of availability, current events aside, 3/4 tons have always outnumbered 1 ton srw trucks by orders of magnitude.
3. Combine the 2 above things and if you find a 1 ton, sure, grab it. But don’t turn down the same truck with a lower spring rate (which is easily and economically able to be upgraded).
Never kiss a gift horse in the mouth applies here.
The OP will be thoroughly confused by the end of this thread. He will be told he needs a dually (if not already), and frankly, none of us know what his comfort or experience level is, but reading into his query, he isn’t knowledgeable or experienced, hence the more truck than you need is the “safer” answer, but you cannot discount the reality of the situation. From all aspects.
In short, I’d tow a 14k 5ver all day long with a 3/4 ton and not blink an eye. It’s not even worth discussing unless you’re comparing the 3/4 ton to the merits of a dually. A 1 ton srw is NOT a measurable upgrade in this scenario.
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ktmrfs
Portland, Oregon
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Lwiddis wrote:For the few hundred that a one ton is priced over a 3/4, get the one ton.
starting a few years ago GM 3/4 and 1 ton SRW have basically the identical GVWR, 11,500ish.
I don't know if Ford and Dodge have followed suit, but I don't understand why they wouldn't. If you want <10,000lb GVWR it's always available on 3500's and on the GM2500's.
* This post was
edited 06/08/22 02:56pm by ktmrfs *
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Grit dog
Black Diamond, WA
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ktmrfs wrote:Lwiddis wrote:For the few hundred that a one ton is priced over a 3/4, get the one ton.
starting a few years ago GM 3/4 and 1 ton SRW have basically the identical GVWR, 11,500ish.
Nooooo ![[emoticon]](https://forums.motorhome.com/sharedcontent/cfb/images/eek.gif "eek")
LOL
What IS WRONG with this newfound way for mfgs to overcome the weight cop stigma of 3/4 tons, is they've now ruined the reason that "3/4 ton" trucks exist. The main purpose was to offer a HD truck that fell just under the DOT regs regarding commercial driver requirements with respect to GVW. This is a big faux pas for the commercial side of things. Sure it placates the self appointed weight police, but opens the door for the real weight police to take issue with commercial drivers and the companies that employ them, by way of now being required to follow DOT driver regs for what used to be capable trucks that didn't require all the paperwork and bs that goes along with > 10k gvw vehciles.
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BurbMan
Indianapolis, IN
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As it happens the 5er we just bought has a 14,000 GVWR, we are towing with a 2015 Ram 3500 crew cab, long box, single rear wheel, with Cummins diesel (not the HO). We packed the trailer up, added 4 6v batteries in the forward compartment, about 1/2 tank (50 gals) of fresh water and hit the scales on our maiden voyage.
Ratings for this truck:
GVWR 12,300
GCWR 25,300
FAWR 6,000
RAWR 7,000
Tow rating 17,000
Scale readings:
Steer 5,420
Drive 6,020
Trailer 9,940
Total 21,380
So you can see the truck weighed in 11,440, that's 860 lbs under my GVWR, but obviously a 10,000 GVWR wouldn't cut it here. The truck empty (with hitch in the bed) weighs in at 8,500 lbs, meaning the the 5er pin weight is 2,940, and the total trailer weight is 12,880 or 1,120 under the trailer's 14,000 GVWR. I am also 580 under the front axle rating and 980 under the rear axle rating.
As was stated, you can't shop by 2500 vs 3500 any more since the ratings vary by box length, engine choice and cab configuration. Some the 3500's according to the Ram Towing Charts have GVWRs as low as 10,100.
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Grit dog
Black Diamond, WA
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BurbMan wrote:
Scale readings:
Steer 5,420
Drive 6,020
Trailer 9,940
Total 21,380
So you can see the truck weighed in 11,440, but obviously a 10,000 GVWR wouldn't cut it here. The truck empty (with hitch in the bed) weighs in at 8,500 lbs, meaning the the 5er pin weight is 2,940, and the total trailer weight is 12,880 or 1,120 under the trailer's 14,000 GVWR. I am also 580 under the front axle rating and 980 under the rear axle rating.
As was stated, you can't shop by 2500 vs 3500 any more since the ratings vary by box length, engine choice and cab configuration. Some the 3500's according to the Ram Towing Charts have GVWRs as low as 10,100.
And what you don't understand, or didn't mention is that your setup, similar to OP's only puts a paltry 6klbs on the rear axle, which actually within the watered down ratings of even the "lowest rated" 3/4 ton of recent years (nevermind the axles on ANY 3/4 - 1 ton truck of the last 20+ years are rated in the 9000-10000lb range and minimum factory wheel ratings are in the 7000-7200lb range and "most" rear tires will pair up for a 7000lb or more weight rating.
AND, lets not forget all the newer "3/4 tons", which without any meaningful changes to the chassis, magically got 600-1500 lbs more gvwr, seemingly out of thin air. Why? Becasue they were good for at least that much with a lower rating.
Do you actually think a low gvwr 1 ton has weaker chassis and components? Nope again!
It's ok, I don't expect a response. I've noticed over the years, literally noone who puts forth the false info about capabilities of trucks or capacities will actually ever admit they're wrong or even pose an intelligent question regarding such.
The main purpose of my posts is to educate folks who are asking and don't think they already know the answer. And to a lesser extent, to make the false claims guys grumble under their breath and possibly question their level of knowledge, even if they won't admit it.
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Grit dog
Black Diamond, WA
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One thing that hasn't been talked about (for the OPs sake), but mentioned briefly by valhalla360 is POWER.
Yes there are HD trucks rated to tow this weight and any of the recent years gassers will pull it. A few better than others.
But a trailer this size is well into diesel territory for a comfortable pull with no fanfare, no loss of power on hills, etc.
Not to mention the virtues of an exhaust brake, which is a HUGE advantage/feature of all diesels that come with them and easily added to older ones, when it comes to towing houses.
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blt2ski
Kirkland, Wa
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And the final Jeopardy answer is
Clear as mud!
You have 30 seconds to write your answer down.....
Jeopardy music tune in the background.......
92 Navistar dump truck, 7.3L 7 sp, 4.33 gears with a Detroit no spin
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