You guys can dicuss all the gear ratios that you want. The original question was how to increase the safe payload in a 2500. Daimler Chrysler has that amount set at 8800 pounds. The bottom line is that neither you nor I can get DC to change that. PERIOD. That is the point I was trying to get across. I am not nor do I want to be an engineer that has the capability or expertise to design or test the GVW. I know of no state that has anyone in their employ that is capable either. Therefor the laws pertaining to GVW are probably not going to be changed.
Tom

 

I found the following post in tldirectory.com forums - and thought you would all be interested, as it relates to my original post above.

- - - - - - - - - -

Navy SCPO

Virginia Beach, VA

Posted: 06/14/05 07:27pm

Some well intentioned responses but here is the legal way to increase GVWR.

Two different things involved with the GVWR. I changed my GVWR from 9000 lbs to 9900 lbs...Legally. Yes, I said legally.

First, the GVWR on the label is put on by the manufacturer as required by the NHTSA. This NHTSA standard applies to new vehicles that have not been titled yet. Once the car or truck is purchased, the NHTSA does not set the standard. Additionally, a vehicle can be modified by an alterer or modifier and they can affix a label adjacent to the OEM sticker with the new GVWR. However, this process must occur before the initial sale. NHTSA only regulates the manufacturer and not the consumer.

Second, each state regulates the GVWR of registered vehicles. In fact most states allow the purchase of overweight permits. Virginia for example allows up to 10%.

Lastly, I had a local Off Road shop install the Dodge helper springs on my 2500 series. After some thorough research with Daimler Chrysler (Dodge), the only difference between the 2500 and the 3500 SRW is a set of helper springs and cab clearance lights. Therefore, my truck is registered with a GVWR of 10,000 lbs.

100% legal by the NHTSA and Virginia DMV. The best part is that I can rest easy knowing that my truck is not only legal but SAFE.

I would advise you to caution on the side of Safety. Be reasonable in your approach. In other words, do not attempt to turn a 1500/150 series into a truck that can tow what a 3500/350 series truck is designed for. That simply is not realistic. A true honest assessment is needed.

This following paragraphs are straight from the NHTSA site:

The term GVWR is defined in 49 CFR 571.3 as "the value specified by the manufacturer as the loaded weight of a single vehicle." The GVWR informs vehicle owners how heavily the vehicle may be safely loaded. It also affects the vehicle's loading and other test conditions for the performance tests to ascertain whether the vehicle complies with applicable safety standards.

The only express regulatory limitation on the GVWR that manufacturers may assign to their vehicles is set forth in 49 CFR 567.4(g)(3), which provides that the assigned GVWR "shall not be less than the sum of the unloaded vehicle weight, rated cargo load, and 150 pounds times the vehicle's designated seating capacity." "Unloaded vehicle weight" is defined in 49 CFR 571.3 as "the weight of a vehicle with maximum capacity of all fluids necessary for operation of the vehicle, but without cargo, occupants, or accessories that are ordinarily removed from the vehicle when they are not in use." Although the term "rated cargo load" is not defined by regulation, generally it is the GVWR of the vehicle minus the combined weight of the occupied designated seating positions (150 pounds times the total number of designated seating positions) and the unloaded vehicle weight.

Alterers must also determine whether their modifications affect the manufacturer's stated GVWR, gross axle weight rating (GAWR), and vehicle type. If such a change has been made, the alterer must specify the new GVWR, GAWR, or vehicle type in a manner consistent with the capability of the vehicle to comply with applicable standards and operate at higher weight rating and/or as a different type of vehicle. NHTSA expects both manufacturers and alterers to assign GVWR and GAWRs that reflect the manufacturer's or alterer's good-faith evaluation of how the vehicle's braking, load bearing items (including tires), suspension, steering, and drive train components will react to the vehicle's weight, size, cargo-carrying capacity and intended use.

JOHN
04 Dodge 2500 4x4 Quad HO CTD 48RE w/4.10 Laramie
04 Durango Ltd 5.7 HEMI, 3.55, Tow Group
04 Camp Master Pullrite SG, Prodigy BC
00 HD FLHRCI

 

To get back to the question asked. My dad added air bags to his 94 and it helped the ride out with his 2000 32' RK Montana 5er.

 

I attended the Cummins seminar, presented by Cummins engineers, at May Madness this year. Many things were discussed there, and one little detail buried in all of it was Dodge has certain performance requirements concerning getting a load started from a dead stop. This is why a 4.10 rear end is rated to tow more than a 3.55 or 3.73. It is one reason why they went from the 3.55 to the 3.73 as the standard ratio. This was during a discussion about engine torque curves and automatic transmissions.

To me the implication is that the establishment of the GVWR and GCVWR have more contributing factors than only safety issues.

 

Ya'll keep missing the point that the GVW is for a single vehicle, and does not apply to a combination vehicle. From the original question, the Dodge rating for GCWR should be in the 20,000 area as it is on the earlier vehicles and that would make his use legal even by Dodge standards. And I might add, while a Mn plated vehicle could ot run it, if it was legal in his state they have to accept it. Just be sure you are plated for it.