They may all have the same frame but why does that matter? It certainly appears to be identical in construction to the QC 3500 which would lead me to believe that it should have similar strength specs to the QC thereby giving comparable GVWR's - but it isn't even close. Like me, others want to know why? I'm very interested in knowing what practical purpose a DRW 3500 with a claimed curb weight of nearly 9000 lbs has when the GVWR is only 10,500 lbs. Just out of curiousity, does anyone have the GCWR specs for the MC DRW and are they comparable to the QC DRW?

 

According to my 06 Dodge Ram brochure in front of me, the Quad Cabs and Megacabs GCVWR is 21,000 with the 3.73's and 23,000 with the 4.10's, both with the auto tranny.

 

Thank you....that is what Iwanted to know. So, this makes even less sense then it did before.

 

I had a v10 250 and loved it but it wasnt near the man my dodge is. I could pull with but not out pull my dads 6.0 but I was drivin it HARD to keep up. Like stated abouve the fuel milage in my dodge is only slightly better, I got about 12 empty in my ford with 35s and about 15 empty with my dodge and 34s.

As far as the payload and what not, I wouldnt worry about it one bit. Some may say that is irresponsible but its a truck its made to hold a lot of weight.

By the way, my dream truck would be a ford with a 12v and 6spd.

 

I have a Megacab Dually and it is on the same 3500 frame as the Quad Cab. All they did was replace the 8' bed with a 6.5' bed and extend the cab back to fill in the 18" difference. The actual payload capacity (in reality) will only be less than the quad cab dually by however much more the 18" of cab weigh as opposed to the 18" of bed.

For example,

If the 8' bed weight 50lbs. more than the 6.5' bed, but the 18" longer Megacab weighs 200 lbs. more than the the Quad Cab, your payload with the Megacab will be 150lbs. less than the Quad Cab.

I will finally be getting my truck back after 3 1/2 months of modification work and I will check the manual and doors to see, but I can assure you that the frame and chassis is no different than the other 3500s.

It is truly the best truck out there, and I am not biased to one brand (e.g., Dodge, Chevy, Ford). I simply wanted the truck with the most room and most capability and this has it. You won't be dissapointed!

 

It's too bad that DC isn't offering the new 3500 HD with the Mega Cab option. That truck with a Cummins and a DRW setup would have a GVW of 12.5K. And I also believe that they should offer the Mega Cab option WITH a longbed. Sure they would have to build a bigger chassis, and it WOULD be a long truck, but it'd be worth it IMO. I think there would be a market for that truck.

 

The Mega Cab is "NOT" on the same frame as the quad long bed, I know because I owned both and had to compare the frames to determine if my wrecker unit would fit my new Mega Cab and they are indeed different.
The Mega Cab Frame is shorter in the rear from the axel to the rear bumper as Dodge did not cut all the length of the bed up front, but also the rear.

 

That's interesting because the Dodge tech told me exactly the opposite. Now I am curious!

 

The sales brochure shows the Mega Cab has the same wheelbase as the quad long bed (160.5"), however it shows the Mega Cab being 247.9" and the quad long bed being 249.7" bumper to bumper
Like I stated earlier the rear of the truck "IS" a short bed frame.
The only thing they have in common is the wheelbase.
It would have been nice if they could have used the extra 2.2" in the bed

 

What do expect, "THEY ARE TECHS"
My 04 you could do the key on key off thig 3 times to get the codes and now on my 06 they put a stop to that, probably to keep "US" from tell the techs what wrong with it, like I have before

 

I would welcome the lower GVWR from the manufacturer. It means lower taxes for tags and possibly lower insurance. If the 3500 dually axle and springs are rated the same for the Mega cab as the quad cab, I don't see it as a problem but a savings at tag time. If you plan on carrying more than the manufacturer's GVWR, you can register the truck to carry more. It doesn't change the manufacturer's rating but will keep you from exceeding your registered weight for tags and taxes. Talk to your DMV clerk. They'll splain it to you. If you run light, you can also register your truck for less weight and save even more on tags. As long as you don't install permenent weight in the truck such as tool boxes or a utility bed and exceed that weight, you're ok with the tax man. Trailer tongue weight doesn't count against the truck's registered weight. It's still part of the trailer's registered weight even though the truck is carrying it when hitched up. But ask your DMV personel. I'm just repeating what they told me...

 

In the past 8 months, has anyone resolved the 2000 pound difference in GVWR rating?

 

Oh good - lets get a Dually w/ a Cummins & stick it on a 1/2 ton frame. They guy's at Dodge that pulled this one off are idiots.

I don't buy the "it's OK, these trucks are built to take more weight" argument. If the GVWR is meaningless, they (the manufacturers) should not have it on the the door sticker at all, and DOT should not require it. But they do, so, the GVWR can't be meaningless.

 

My 05' Q Cab 3500, 4x4, 6spd, CTD, 3:73 with a western hauler toter bed (heavier than pickup bed) weighs 8,200# scaled with me and full fuel. The rated GVW per the door jam is 12,200. As I use my truck for towing my goosenecks, not for cargo, and they transfer 25%-33% to the pin (depending on which trailer),that is my main concern and limiting factor, (rear axle rating and GVWR), as my rear tires/wheels have a greater capacity (combined) than my rear axle rating. That is why I added the FL70, so that pin/axle weight no longer is an issue. My 3500 handled my 24,000# (trailer & load) fine, but I was over on my rear axle rating and thus my GVWR. I was under on my CGVWR.

For those hauling heavier trailers, or those in commercial use, the RATING can be an issue (safety also being an issue) for operations (IE: DOT), income (IE: how much can I haul), insurance, etc. Having advertisements with rugged construction workers on job sites flying around in their duallys is marketing - it fails to address the genuine concerns and requirements of the heavier and commercial haulers, which is why I am seeing more of them upgrade from the 3500 series to 4500, 6500, Freightliners, etc. You can only expect so much from even a well-equipped 3500 (mine has a Pac brake, dual 4" exhaust, cold air intake, chip, gauges....everything except additional air suspension/bags for the rear). It is a great truck and I have a lot of fun with it....but I am more confident when I hook up my FL70 with my 24K load.

Most equipment is under-rated in terms of what it can actually do (sounds like my wife....) - manufacturers have their reasons (like a corporate legal department) for their ratings and recommendations. Infrequent occasional use above ratings is one thing - consistent and frequent "pushing the envelope" is unsafe and unwise, albeit in some cases perhaps illegal (DOT issues). What a truck can "haul" is unfortunately sometimes more than a stock truck can STOP.

What is interesting in my 3500 is if one adds up the axle ratings, they equal more than the GVWR. The limiting factor is always the weakest link, so that is why I puzzle (other than more appearance sake) when guys put larger wheels and tires on their rigs. My existing wheels and tires already exceed my axle rating and they are stock, so no additional weight-carrying advantage is gained, unless one also upgrades the axle(s). It does depend in which state (and which day, and which DOT officer) one might have an encounter as to what enforcement will look at...tires, inflation, wheel ratings, axle ratings, combination ratings, data plates & decals, etc.

Ratings aren't meaningless - and they aren't a mere suggestion. The well-informed look at the whole picture, conduct their due diligence and do their homework, and make a vehicle purchase decision (and then an operational/use decision) which will correctly meet their needs. As their needs change, some modifications may address them, or maybe a different vehicle will be needed. It is a cost/benefit analysis, but often out on the road, they are not the only ones who might pay for an error in decision making. That is a major reason why a site like this, with all of our varied (and sometimes opposite) opinions are so helpful. Gives us all pause for thought, and we all continue to learn from each other.

 

I hear all that but I was just curious why the 4x4 3500 mega and QC long bed GVWR was so different, given all the other specs are nearly identical including GCWR and GAWR, and they use the same components. Same thing guys were asking a year ago. I know the mega frame may have an inch or two cut off at the rear and there is about 200 pounds more body weight but it’s the same wheel base, same axles, same brakes, same springs, same frame otherwise. I dunno, almost seems like that Dodge doesn’t want anyone putting a slide in camper in a Mega and fudged the numbers.

I though perhaps someone figured it out by now and I missed it.