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**Country Campers** · 09-16-2021, 11:17 AM

MarkB

I have a 3500 SRW with a payload of only 3661# , a 2500 with the Duramax will be pushing it to have 3100# payload. With our 29RS gross weight of 10995 I have about 2000# pin weight. We have been looking at the 340RDS and really like it but it may even put me at the top or over for weights on my truck. I would definitely recommend the 3500 SRW, having the extra payload will be well worth it. There are also plenty out there using a 2500 for Solitudes as well. Do what ever makes you comfortable. The driving difference between a 2500 and a 3500 is really no difference, the long bed is worth it as well , in my opinion.

Enjoy the new 340RDS , we are still kind of looking at it.

Brian

**MarkB** · 09-16-2021, 12:14 PM

Thanks for the perspective. I've actually seen the numbers of similarly equipped 2500HDs - I believe the 11,300 GVWR config was new for the 2021 model year (mine is a 2022). I'm just not sure how north of 8,200 lbs my curb weight will be, which will be the limiting factor. The other limiting factor is what my wife is willing to drive around town. Once I see the actual numbers on the truck I ordered I may decide I want the 3500 SRW instead.

**Bob P** · 09-16-2021, 12:37 PM

Originally posted by MarkB View Post

Thanks for the perspective. I've actually seen the numbers of similarly equipped 2500HDs - I believe the 11,300 GVWR config was new for the 2021 model year (mine is a 2022). I'm just not sure how north of 8,200 lbs my curb weight will be, which will be the limiting factor. The other limiting factor is what my wife is willing to drive around town. Once I see the actual numbers on the truck I ordered I may decide I want the 3500 SRW instead.

Too much is always better than just enough!! Everyone is different in their comfort level of payload manipulation but I myself, would go for over compensating, especially since you don't have the truck yet. Realistically, I don't believe that your wife would know the difference between a 2500 or 3500 unless it was a dually.

**acoleman43** · 09-16-2021, 01:54 PM

I have a Ford F250 with the 10,800# GVWR package. Payload is 3166#. Ford's are a few hundred pounds lighter than GM/Chevy and Dodge/Ram so I'm guessing your payload will be around 3100#. WIth a heavier truck, it will pull the load better, in my opinion.

Essentially I have a 1 ton rear end (including suspension) on a 3/4 ton. Ride is VERY similar to a 1 ton.

My point is that the 11,350# GVWR package with GM products is likely a 3/4 ton with a 1 ton rear end. Ride between the 1 ton and 3/4 ton will probably be about the same. I'm guessing GM/Chevy does the same thing to their 3/4 ton. Expect a rough ride with 2500 or 3500....probably not much difference.

Also, if you look at the payload of the SRW 1 ton GM products, it's either the same as your truck on order (11,300# GVWR) or 900# more (12,250# GVWR).

If advertised hitch weight is 2040, add 200-300 pounds for real world hitch weight. You'll be super close. I'm not a professional driver so that is too close for my comfort.

**Cate&Rob** · 09-16-2021, 02:26 PM

Originally posted by MarkB View Post

The truck, as ordered, has a GVWR of 11,300 lbs and a likely curb weight of about 8,200 lbs. That leaves about 3,100 lbs of payload capacity.

Hi Mark,

I have similarly been shopping trucks and I believe the numbers is your above quote are correct for a GM 2500.

The thing that no one has been able to answer for me is how a GM 3/4 ton truck has a GVWR of 11,300 lbs? It "used to be" that any 3/4 ton was limited to a 10,000 lb GVWR . . . even though in many cases most of the truck was identical to the one ton version.

I ended up going with a Ford product, but to get over 11,000 GVWR required a one ton F350. I agree that it is almost impossible to tell a 3/4 ton from a one ton, from the drivers seat.

Rob

**acoleman43** · 09-16-2021, 04:09 PM

Cate&Rob I'm no expert on this...but it seems to me most states have laws that treat any vehicle with a GVWR of 10,000# or greater as a vehicle that requires a class A or B license. Traditionally the 3/4 ton segment was the heavy duty version that fit under the 10K rule for those of us who have the standard class C license.

Recently both Ford and GM/Chevy have started increasing the 3/4 ton GVWR to over 10K. Ram/Dodge 3/4 ton are at 10K GVWR.

Once you go over the 10K GVWR, the 26K GCVWR matters. In Texas if your vehicle has a GCVWR of over 26K, you are required to have a class A or B license, UNLESS the towed vehicle GVWR is under 10K.

There's a lot of other considerations...but I believe the 10K GVWR of 3/4 ton vehicles was to provide a heavy duty truck that didn't require a special license.

**Cate&Rob** · 09-16-2021, 04:25 PM

acoleman43

Exactly my understanding as well. The drivers licence classifications are labeled differently in Canada, but the logic and numbers are the same. So . . . what happened to the 10,000 lb limitation on a 3/4 ton? For years, a diesel 3/4 ton weighing 8,000 lbs suffered from only 2,000 lbs of available payload. This seems to all be changing.

Rob

**Jlawles2** · 09-16-2021, 06:03 PM

Cate&Rob Rob, the 3/4 ton GM was limited by federal classification as a class 2 (I think it's a 2.1) which carries a GVWR of 10,000 lbs. If you look at the front and rear axle capacities of the truck combined they exceed the 10K mark. GM chose to give the new rating based on the sum of the axle capacities not the FMSA (i think that is the correct group) vehicle classification.

Likewise the F350, and the Comparable Ram and GM 3500's all have a max GVWR set by FMSA. All 3 have thrown the GVWR out the window with the new SAE testing and are now using axle capacities to give max payload and towing.

The new 1 ton's are all rated at more towing capacity than the comparable class 4 and 5 trucks.

Found this list: https://www.homedepot.com/p/Husky-1-...-111/206830601 which is basically what I remember for the class ratings.

**Crespro** · 09-16-2021, 06:12 PM

Originally posted by MarkB View Post

I'm new to this forum, so apologies in advance if I'm asking the "most asked question" in the RV community.

Including our most recent purchase (Reflection 340RDS), I've owned 6 different coaches over 22 years (2 TT, 4 FW), so I'm not a rookie. This is the largest coach I've ever bought, but not by much. I have had a 2022 GMC 2500HD on order for about 4 months and I am within weeks of taking delivery (ordered before I decided on a coach). I did a TON of research, so I am confident in my numbers. I'm just curious if anyone thinks I'm pushing the envelope too far. I really do NOT want a 3500 SRW, as this will be my wife's daily driver.

The truck, as ordered, has a GVWR of 11,300 lbs and a likely curb weight of about 8,200 lbs. That leaves about 3,100 lbs of payload capacity. Towing capacity is not an issue (Duramax). Conservatively, I will have 600 lbs in the truck (2 adults, 2 dogs + hitch), which leaves 2,500 lbs for the 340RDS (currently in my driveway). It has a dry hitch weight of 2,040 lbs per the marketing specs (not confirmed by a scale). We are not full timers, so we pack pretty light. On the top end, I estimated 1,200 lbs of cargo in the coach. Using 20% as a ratio, that will put an additional 240 lbs on the pin. By my math, 2,040 + 240 + 600 = 2,880. Rounding up to 2,900 lbs of payload, I am definitely within the capacity of my truck, but certainly at the top end.

Looking to see if anyone can poke any big holes in my argument. I am not committed to the truck yet, but will definitely re-set the delivery timer if I decide to go 3500 SRW. That route would buy me an additional 800 lbs of GVWR, but probably only net me 600 lbs of payload capacity.

Hi Mark,

We had a similar decision. You might consider two things. Is your wife sensitive about ride and what is the RAWR? We pull a similar weight fifth wheel (15K gross) with an F-250 and can make all our weights. It is fine for towing and stopping. Your diesel will be better in both respects. The 2500 will have better ride, but you want to have 200# or 300# of safety margin on RAWR. The 3500 will have a better towing capability, but there is a ride tradeoff. At one point, I had both the F-250 and an F-350 DRW on order. For us, the F-250 solution is fine.

Best,

Charles

**MarkB** · 09-16-2021, 06:52 PM

Originally posted by Crespro View Post

Hi Mark,

We had a similar decision. You might consider two things. Is your wife sensitive about ride and what is the RAWR? We pull a similar weight fifth wheel (15K gross) with an F-250 and can make all our weights. It is fine for towing and stopping. Your diesel will be better in both respects. The 2500 will have better ride, but you want to have 200# or 300# of safety margin on RAWR. The 3500 will have a better towing capability, but there is a ride tradeoff. At one point, I had both the F-250 and an F-350 DRW on order. For us, the F-250 solution is fine.

Best,

Charles

Charles,

The RAWR of my 2500 is 6,600 lbs. with a base rear axle curb weight of 3,281. (Note: these numbers come directly from the lead truck performance engineer - I work for GM). This implies I have a little more leeway than the GVWR suggests.

The ride is an issue for my wife, so the 2500 is preferable.

Thank you for your service, sir.

**Jlawles2** · 09-16-2021, 07:58 PM

MarkB Mark, My 2018 GM2500 Denali short bed has a steer axle weight of 4,980 lbs and rear axle weight of 3,740 lbs with the Pullrite Superglide (250 lbs) in the bed and the tool box full of stuff.

**familytruckster4** · 09-17-2021, 07:30 AM

We took delivery of our 3500HD crew cab std bed in December. It is a big truck and unlike any of the dozen new Chevy trucks I have owned over the years. The hood is very high and visibility is bad. You may want to make sure that your wife will actually want to daily drive it, the 2500 and 3500 are the same height.

**Guest** · 09-17-2021, 07:53 AM

Originally posted by MarkB View Post

Charles,

The RAWR of my 2500 is 6,600 lbs. with a base rear axle curb weight of 3,281. (Note: these numbers come directly from the lead truck performance engineer - I work for GM). This implies I have a little more leeway than the GVWR suggests.

The ride is an issue for my wife, so the 2500 is preferable.

Thank you for your service, sir.

Truck capacities start from a stripped out work truck (base) and move down from there as options and amenities are added to the chassis. So each truck depending on whats on it will dictate the payload capacities. Welcome aboard Mark. I retired from GM this past March after I received my EVP. Worked at the MPG and now live in Ohio.

Jim

**Crespro** · 09-17-2021, 05:13 PM

Originally posted by MarkB View Post

Charles,

The RAWR of my 2500 is 6,600 lbs. with a base rear axle curb weight of 3,281. (Note: these numbers come directly from the lead truck performance engineer - I work for GM). This implies I have a little more leeway than the GVWR suggests.

The ride is an issue for my wife, so the 2500 is preferable.

Thank you for your service, sir.

Mark,

I am at 6,340# RAWR, but start about 400# lower on rear axle. Two or three thoughts that may help. You should have about 500# of increased pin weight over the Grand Design number available with your truck, the hitch and the 6,600# rating. We installed the airbags and a wireless compressor. I run it at 5 PSI unloaded and 38 PSI loaded. It gives a better ride loaded and reduces greatly the load on the rear axle suspension. You also can adjust weight on your pin by loading some of the heavier items in the rear of your unit rather than front storage. I think I have about 600# on my rear storage -- top cabinets and under the couch.

Best,

Charles

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