Ram-ifications of Ram's New Tow Ratings

HD Photo 4 II

By G.R. Whale

Following the State Fair of Texas we had lots of questions about Ram’s then-unspecified numbers. What would “eye-popping” translate to in cold, hard digits? Would this be another 400- or 500-hundred-pound ratings creep to stay ahead in the advertising war? Would it match Ford's Super Duty and GM’s HDs?

Well, now we know: Up to 25,000 pounds gross combined weight rating and 18,350 pounds towing on the 2500 series and a 30,000-pound tow rating (37,500 GCWR) on the 3500. (Note: None of these make any reference to J2807-standard adherence yet.)

No, we didn’t see a number that huge coming either, and the implications will be considerable.

  • Ford and GM have been served notice that Ram is playing hardball. But this level brings often pricier players into the mix like Freightliner, lightly used GMC TopKick/Chevy Kodiak and International trucks, plus those converters and upfitters (SportChassis, Mountain Master, etc.) that specialize in custom pullers for race teams, high-line fifth wheels and racing boats. It also might bump Ram’s credibility as a Class C motor home chassis supplier.
  • Weight balancing will require even more attention. Twenty percent of 30,000 pounds puts three tons’ tongue weight on the hitch and rear axle. That means even with a 14,000 gross vehicle weight rating (anything more is a Class 4 truck) and 6,580-pound payload rating, a driver, big hitch hardware and a few tools won’t leave much wiggle room for anything else. 
  • These numbers may push the doctrines of adequate warning and strict liability to the forefront. When Jonathan Michaels, founding member of Michaels Law Group in Newport Beach, Calif., heard the number, he said “Wow, that’s huge.” Noting the potential for problems with ordinary citizens in a truck that capable, Michaels said prominent warnings should be in place from the manufacturer, dealer, distributor and upfitter. “Some fine print in the back of the owner's manual won’t be sufficient,” he said.
  • This might become a key moment in pickup truck regulation. Remember when the once small and unnoticed diesel-tuning market grew into some “real numbers,” as politicians would say, and the aftermarket industry brought unwanted attention onto themselves. After decades of a hundred to a thousand pounds here and there, this 6,000-pound-plus jump might make the authorities notice some pickups are nearly half the weight of a tractor-trailer. We posed that question to the National Highway Traffic Safety Administration, which promptly redirected us to the Federal Motor Carrier Safety Administration that's charged with “regulating heavy truck driver operation.”
  • The federal rule requires states to issue a commercial driver's license in three classes: Class A, any combination of vehicles with a GCWR of 26,001 or more pounds provided the GVWR of the vehicle(s) being towed is in excess of 10,000 pounds; Class B, any single vehicle with a GVWR of 26,001 or more pounds, or any such vehicle towing a vehicle not in excess of 10,000 pounds GVWR; Class C, any single vehicle or combination that does not meet the definition of Class A or B, but is transporting material that has been designated as hazardous under 49 U.S.C. 5103 and is required to be placarded under subpart F of 49 CFR Part 172 or is transporting any quantity of a material listed as a select agent or toxin in 42 CFR Part 73. If this rule is used anywhere near the rating, the Ram will need a commercially licensed driver. In some states, the weight threshold is lower for a special but not commercial license; in California, for example, a 10,000 GVWR tow behind a 15,000 GVWR fifth-wheel or a livestock trailer 10K-15K GVWR operated within 150 miles of the home (farm) requires a noncommercial Class A.

Have the manufacturers pushed bragging rights and marketing hype ahead of common sense? Did they pass that barrier a decade ago? Do these numbers merely mean overloading at a higher level — we know drivers of any size pickup are notorious for it — or will people simply not want to tow or carry more than they do now? Does modern technology like stability and trailer sway control make this a more realistic proposition?

We sure would like to know, and you can bet Ford and GM would too.

HD Photo 3 II



Let's see who makes the first 1 ton pickup that can tow a 50' commercial trailer!

FORD AND CHEVY just S#!^ their pants. lol

More Guts

More Glory

More ass kicking RAM

Built to move heaven and earth.

Why don't the pickup manufacturers try and improve load capacity and start refining suspensions?

This is the direction we are heading in, improving GVM ie, weight on the back of the truck.

Our suspensions are much better than ever with higher axle loads.

Towing reduces vehicle safety.

Our vehicle licencing system wouldn't allow us to drive some of your pickups with normal A class licence. As Lou pointed out you will have some retard driving well beyond his/her capability and with no knowledge of the physics behind what they have.


So Ram takes the lead and Chevy and Ford say its too much....wow Nice job Ram

I agree 100% with G.R.Whale. I do think that this jump will force governments to step in and look at this. What may happen is that it will take a severe highly public MVC to bring all of this to the forefront.
People do not like government "nanny state" interventions, but in this case enough is enough.
Common sense is a huge oxymoron.

In BC one needs a heavy camper RV tow licence endorsement for camper trailers heavier than 4,600 kg (10,120 lb).
They also have a heavy tow endorsement for non-airbrake vehicles and trailers for towing greater than 4,600 kg.
Our commercial classifications have some similarites and differences than USA CDL requrements.
Looks like everyone needs to smarten up or you'll end up with as many licence requirements as we have in BC.

From what I can gather in NSW to drive the Ram 3500 with that 15 ton tow capacity you would need a semi trailer licence.

Our Heavy Rigid licence only allows you to tow 9 tonnes (20 000lbs).

To have some average Joe driving with that kind of weight is totally insane.


The gov wont step in until ford comes out with the next super duty

@Big Al: we have fine load capity in 2500 and 3500/ F-250 and F-350 trucks here in the states. We have decent load capacity in half tons, ratings that are underated in a lot of cases, while your itty bitty trucks (sorry that upsets you, Al, that I call them that, I call them what they are) ARE OVER RATED!

If the above picture was one of your global wanna bes, the rear axle would be over a foot further forward. Cause most of YOUR weight sits directly on the rear axle (over it) or behind it. Big ratings you have for short wheelbase "trucks" or family trucksters you have. SUVs with no top.....

The laws requiring CDLs have not changed, the vehicle has. They were/coulda been overweight per cdl regs before.

@TRX4 Tom
Have a look at your vehicle safety stats. Your death rate is double Euro and Australian figures. Even by mileage driven.

No, our vehicles are given their figures by the same engineers who give you yours. Have a look at the construction differences between our iddy biddy utes and you 1/2 ton trucks (SUVs). Look at axle loadings, springing, drivetrain etc.

I posted a link a while ago about our tow regulations for vehicles in Australia and essentially you can't tow more than your GVM. So if an HD has a 10 000lbs GVM you can't tow more than 10 000lbs. Simple, easy and an especially safe formula. This is supported by our death rates since our driving conditions are very similar.

My argument is to improve the vehicle capacity so you don't have to tow as much. To use your trucks as trucks, not tow vehicles as much.

Even your HD construction is lighter than LDT's and MDT's.

You appear to be very fearful of change. We don't drive around with a few dozen Dart hubcaps and say, wow man I have a huge load. That is why we have work trucks with trays and work trucks are generally single cab with an 8x6 tray, so we don't have to tow a trailer for our few dozen hubcaps.

And stop with your home grown bull$hit engineering, Tom you haven't a clue. You talk gear ratios, wheel diameters as if you are an engineer, and yet you never look at the parameters engineers are given during design. Like I have said go back to school and learn.

If you want to debate with authority you need to gain knowledge or you will continually portray yourself as an ignorant person. Haven't you noticed that there are people on this site with a damn site more knowledge than you? Listen, take in and learn.

You have what I term a bigger is better attitude. Engineering doesn't always conform to that model.

There is a multitude of vehicles smaller than your 1/2 ton trucks that can carry loads and work better (safer).

Tom, as I have told you in the past you have knowledge, but too use knowledge as a tool is called intelligence. Which one do you lack. This is what education does gives you the ability to evaluate and assess so you can make good judgement, not just spruik $hit.

Or you are just a troll. That means you have an inferiority complex.

Honestly, if I were pulling 25,000+ lbs on a regular basis I'd invest in a medium duty truck. At that point you need a purpose built truck not pissing match numbers queen.

That goes for all three.

They do in fact reference the SAE J2807 in note 7 on page 6 of the .pdf document they have available for download.


Ian, I take that note to mean they used the SAE regulation J2807 only to figure how they calculate GCW. It looks like that calculation is different than it used to be since they don't include actual weight of options added, but a set limit or 400 lbs that includes driver, passenger, and options.
"7) Per SAE regulation (SAE J2807) GCW = Base Weight + EPA Options + Trailer Pkg Weight + Max Trailer + 400 lbs (Passenger + Driver+ Optional Equipment)"

Dodge screwed this one up.
1) with all the acolates its gotten with a "refresh", THIS was the time to jump on the SAE J2807 standard
2) feds already wantto regulate PU. This gives them MORE ammunition that only commercial drivers should be using PU
3) if regulations come in ... I can see the "new and improved" version being the SAME pu with the J2807 standard
4) it will force the domestics to bring in their "mid-size global" platforms to meet anything from emissions, licencing, and capacities
5) The J2807 reference is a footnote for GCW
They should have man'd up and used the FULL SAE J2807 testing.

That would have resulted in a MASSIVE reduction in capacities not good for PR for the manufacturers
It is interesting how the Sprinter can be rated at 4,400lbs towing here but is 7000lbs in the US.
Another is the derating of US cars from 5000-7000lb towing to 2000lb . Although the same car could tow these. Now ONLY Pickups can tow these weights.

Agree with ElSid. This was the time to bring out the SAE J2807 - may be Ram would have to take down their numbers a little bit. But RAM could really force Ford/GM back to the drawing board and even make them reduce their claims or at least prevent Ford/GM from "discovering" some additional capacity. RAM could have anchored their lead.

In any case, very impressive numbers.

Glancing at the current Ford Super Duty ratings, the Ram 2500 HD is rated 1500 lbs more than the F-250; in the 3500 series, thats 7,500 lbs more!

The BS #'s game will come to an end when someone dies, really.

@Big Al: think what you want, cause you think you know it all. I have a grand total of three Dart hubcaps, get it right.

But like I have said in the past, I have used my truck to haul around a 30 gallon air compressor, a 5700 watt generator, and 7 each 8.75 16.5 RV wheels, along with a toolbox, a floorjack, (not the little one) and other things.

I have moved all my stuff out of my storage area, which was atleast 4 Chrysler v-8 engine blocks, 6 sets of STEEL heads, atleast 6 manual trannies, two fwd transaxles, a buch of wheels, headers, suspension stuff, etc. I didn't use the trailer one bit. Sure, I used my trailer when I came back from Colorado with a racecar. I said WITH A RACECAR, Al, did you get that? Was that supposed to fit in the bed? A 3200 pound, 111" wheelbase.

So your limited perception of how I/we do things here is a bit off. What can I say, you are miles away?

You would get the idea it was heavy stuff, wouldn't you? Well, if you have any expereince in life, you might be spoiled and school taught, so that's where you get your BS!

If you don't like me talking about gear ratios, and tire diameters, then scroll on down! I will talk about what I want to, a yes, they do make a difference! Feel free to discuss why things run the way they do, not just tell Americans what they should do!

I should want to change to buy a truck that has less space then my current truck? So I would need a trailer? Oh wait, I can get a single cab, so only 2 people can go along with me? Then I can get a huge trayback that I don't need cause, uh, like I said Al, they make things harder unless you have a forklift.. AL, did you ever consider what I said about traybacks? Have you even thought about that? Probably not, cause you believe you have all the answers! And you are full of it too!

IF YOU WANT A TRAYBACK, FINE! IT WORKS FOR YOU!!!! It won't work for me! Read my lips! What works for you and six others in Aussie wont work for EVERYBODY! I will stick with a bed, like most pickups have, over here. Choices are great! Our president would love you! To a point...

I am so fearful of change? If they actually made a diesel that got the mileage and ran clean enough, and doesn't gag me with fumes, and the price of diesel goes down and the PRICE PER MILE goes down, great! I have said before, I like low rpm torque, not for racing, which is the purpose of the trailer, AL, to TOW THE CAR, not the parts. Why you think you have your truck settup for carrying a car, send us a picture! I will in turn send you a pickture of the 1 ton trucks with ramps that you drive on. I don't use them, I just figured that was your next goal! By the way, here when you tell somebody you are buying parts for a Powerstroke, Cummins, Duramax, the $$$ price goes way up! But, no problem for you, mister deep pockets Aircraft engineer, or so you say. The heck with the people that can't afford it, right? Just keep raising taxs?

Al, some day you will listen to others. I have no desire to listen to somebody as cocky and so full of know it all as you are.

I have been thinking I might just get away from my new truck, and just tow with an old 82 D-150 with a v-8 4 barrel 4 speed from a car. A close ratio trans.

OH, another thing, Al. I have a bigger is better attitude? I guess if I did then I should have bought a HD, which is not what a need. I can't justify a 650 ft pound engine to tow 7,000 and less pounds.

I guess if I did, I coulda bought a Megacab, nice, but I don't need all that space. I guess I coulda bought a 8 foot bed on a crewcab, nah, don't need it.

No Al, I drive a 1500 TRX4, quad cab. A Ford 6 foot bed with crew cab is not what I need, but it's bigger. So is the Tundra crewmax, in cab space, yet less bed space.

But I sure don't want some little truck such as a Frontier/Tacoma with barely any bedspace. I had a Dakota crewcab, all the interior space I needed, but too small of a bed. Now had they put the bed from their clubcab on that crew/quadcab, I woulda been better off. And slip a Hemi in there, they woulda made alot more towing torque, and the engine could run a real low rpm for when not hauling.

For your sake, it woulda been a great road train passer!

Without bigger brakes, rearend, tires, and transmission, these numbers are just numbers on paper. Towing over 18,000 pounds with a single wheel three quarter ton with just increasing the strength of the frame. Yea sure, sounds safe to me besides wearing the truck out soon after if used for towing everyday. I would say these ratings make Dodge look like a fool because their trucks are not cappable of towing this weights safely with just changing the frame and adding more power to the engine. Watch the lawsuits coming with these over inflated ratings.

Well Ram went to Cummins wanting more...Cummins gave them more but maybe too much. But still can't wait to see the shoot out.

@Greg - you raise some valid points.
I do suspect that Fiat/Chrysler looked at those variables?
It is the engineer's job to design a product to do a job. Engineers are governed by Professional organizations. Any professional organization like the SAE (Society of Automotive Engineers) or AMA (American Medical Association) exist to maintain professional standards that protect the public.
They would not release such a product if they felt it was not safe.

The debate then centres on what is a safe margin for John Q Moron?
and who determines that safe margin?

The tow/haul ratings have obviously gotten to the stage that an outside regulatory body ie. government will have to step in.
A SAE Engineer or professional driver may have their definition of what is safe, but as you have pointed out, John Q Moron with a driver's licence will end up getting into trouble and through litigation, a lawyer will decide.

LOLOL!!!! You can bet Ford will attempt to catch this. Chevrolet? PFTTTTT!!!! GovtMoCo is too busy to do trucks anymore. They'd rather build 2 half trucks then 1 GOOD truck on OUR TAXPAYER DIME!!! They're a JOKE now in comparison. I TOLD YOU. DODGE WILL OWN CHEVY in 2013! FORD IS ON NOTICE.

I agree. Self regulation whether it be from a manufacturer or an associated body that is likely sponsored by the manufacturer will become corrupt.

An independent regulatory framework is needed to define the limitations that are acceptable for towing. This comes down to acceptable governess.

There are many differing regulations globally that could be adopted to save money and time. I don't know J2807 regulations, but I bet it would be more complex than necessary, but at least it is a gauge to make accurate comparisons between manufacturers.

Engineers when assessing risk look at percentages, maybe because computer modelling becoming more accurate is allowing the limits to be pushed.


Ford and even Chevy can catch this now just by putting out a number. It is just that, a number that can just be published and is not regulated or has to be backed up by any test or standard. If you don't think other trucks in it's class can do this then just look at the last PUT.com heavy duty truck shootout as well as Motor trend's. Ram 3500 came in last in just about every category: power, braking, speed loaded and unloaded, and handling loaded and unloaded. The Ram in those shootouts is the same Ram here that can tow 30k with the same power and truck specs. If the others bested the Ram in those shootouts, then there is no reason why they cannot match and exceed Ram towing claims. It's just a number that can be published to sell more trucks and for bragging rights. However, for most it will not mater because they will never need to tow that much. Also those that really tow that much know will see right through any propaganda like this.

governess should read governance.

@MoparMadness, In case you haven't noticed GM has ruled the HD truck market for real world tests for years now.
The day Ram (not Dodge anymore) , owns GM in truck sales is not coming in 2013 , nor will it be five years from now, mark my words on that please. Yes Ram has produced a nice looking, capable HD truck with the help of Cummins, and Yes they have "claimed" the highest tow numbers, these are Rams figures and NOT the SAEJ2807 ratings, but Ram hasn't beaten the GM in any real world tow tests (yet). They may dethrone the Dmax, but for how long, the 2014 GM HD will be even more stout than the current Dmax and again be unbeatable. I suspect the new Ram may catch the current GM in real world towing, but beat it , time will tell.

Did anyone read the SAE standard? The Ram 3500 doesn't even need to apply/test to the standard due to GVW rating being higher than the last classification range (something Ford forced into the standard) but they still tested to it anyway. And yes this is a huge GCW number but its just that an options for someone who needs it and margin for those that don't tow that high.

Outside of @TRX4 Tom who thinks he can tow/carry safely those weights in a fairly lightweight pickup. I agree with @Elsid @hr206 and @Lou you need some outside regulatory standard to give a reasonable benchmark. How much the manufacturers will influence this body is another question.

"John Q Moron with a driver's licence will end up getting into trouble and through litigation, a lawyer will decide."

Unfortunately Lawyers can argue black is white and it would be difficult to nail the manufacturers on deficiencies in their design, because of the number of variables with road conditions and who was driving at the time.

If only we had some sort of industry-standard test that manufacturers would honor whenever they announced tow and payload ratings.

OH WAIT - we do. It's called SAE J2807, and all the manufacturers voluntarily agreed to make sure their stated ratings met this standard in 2012.

...and the date has come and gone. Toyota is the *only* manufacturer that tests their vehicles using this standard.

I sincerely hope NHTSA or some federal regulator steps in and mandates a testing process similar to SAE J2807. Only then will we know if the Ram's 30k tow rating - or whatever rating you care about - is REAL or imaginary.

@Robert Ryan: you said that I said I can carry what weights in a fairly lightweight pickup? What weight? I never said I can carry the kind of weight that this truck or any HD truck will do. Just curious where you got that from.

Ford not able to get the same numbers first the ford truck don't have the frame And Trany to be closer to dodge 5000p Norway ford need a new frame Trany and upgrade the engine..

@TRX4 Tom
There is a simple way for you to make better judgement.

Engineering is about conformance and compliance.

Whether you are talking about towing, braking, rear seat dimensions a the simple way to make an analysis is to research what form, fit and function is required.

If you can meet those three goals you will sucessfully design/develop and manufacture exactly what is needed.

Research, not just dimensions, research data and trend the data to make an analysis.

Having this approach might even help you setting up your race car.

The above burst I have written is why Ford is selling the most full size pickups, and Toyota the most mid sizers in the US.

If you added our mid sizers in the mix the outcomes would be different.

The biggest, most, quickest doesn't necessarily make it what is required.

Tow figures are just part of the equation.

They already tow more then is legal without a CDL / or what their trucks are rated at, with what is already out there.

The DOT in my area has cracked down on a few 1 ton trucks hauling racecars.

Of course there are those that think they can hook up heavy ass hay trailers to a class 5 receiver hitch, and use no weight distributing hitch what so ever.

Then you see the back of the truck bent, or the hitch bent. But hey, they have a HD, so it can handle it, right? Or not!

They would make a killing around here if they wanted to.

I quit one trucking company after 1 month, they wouldn't properly maintain.

Congrats to RAM engineers for achieving this goal.
Best Engineers in the truck industry are RAM engineers. No any other truck company has engineers like RAM. Other truck company engineers have no balls. RAM engineers are leaders in truck industry. Many other truck company engineers will try to copy RAM engineers. Fiat and Chrysler employs the best Truck engineers on the world. This impressive towing numbers wouldn't be accomplished without the finest engineering by the finest engineers. Good luck to all the other truck company engineers to try to meet the same towing numbers.

The Ram 3500’s capacity increase was enabled by a new 50,000 pounds-per-square-inch, high-strength steel frame, a stronger transfer case, a higher-load transmission (Aisin AS69RC), larger front drive shafts and U-joints, an upgraded 6.7-liter Cummins Turbo Diesel engine with a best-in-class 850 lb.-ft. of torque and class-exclusive electronic stability control (ESC) and other upgrades.
Best engineering in the truck industry.

@Robert Ryan - the only real advantage to compliance with SAE J2807 is it results in a uniform set of standards so consumers can compare apples to apples.
Many have pointed out that it is very easy to excede J2807 test parmameters.

The usual approach for a lawyer is to invoke, "what would a reasonable person do in the same situation? That is usually the gold standard for malpractice - what would your pears do?
It seems to me that many on this site say 30K behind a one ton is stupid, would that stand up in court?

The USA is the land of the frivolous lawsuit. MacDonald's and the scalded crotch is a prime example. Toyota got hung out to dry for its unintended accelleration.
Combine those frivolous lawsuits with dealers not needing to inquire what you plan to do with a 30K capable tow rig, and/or RV dealers selling you what you want, a drivers licence system that does not accurately test or retest drivers skills, and high highway speed limits - it would be a matter of time.
All of the manufacturer's and their over the top machismo truck advertisments encourage poor decision making on top of everything else.
CDL or not, if it looks like a pickup, and sounds like a pickup, some idiot will drive it like a pickup.
The age of personal responsibility is long gone, we live in an age where everything is someone else's fault.

Why do so many people think that a residential user needs a CDL? I have a Class 8 dump truck with air brakes that is used for PRIVATE, RESIDENTIAL USE, that therefore does NOT require any sort of a CDL. Am I more prone to getting pulled over and/or a cop not knowing the law, yes, but it doesn't matter. Class A motorhomes have similar GVW's and the drivers do not need CDL's. In most cases, those who drive 18 wheelers for a living say that they feel Class A motorhomes are more dangerous and difficult to drive than a semi, but there is no special licensee required. The reason behind the CDL is so truck drivers who drove cross country would have a single license because before that time there was no single governing body for all truck use across America. If I wanted to, I could buy a 100,000GVW tractor trailer and drive it, as long as it was residential use only.

As far as what Ram has put out, exactly what I want in a truck. For whoever said "why don't manufacturers start trying to refine suspensions instead of increase towing/payload" ... you are what is wrong with the truck segment today. We have so many 'grocery getters' that want to complain about the ride of their truck built to do work. If you want a better suspension, buy a Civic. I need to haul, and if I can haul more in more comfortable riding truck, that's great, but the first priority should ALWAYS be the true purpose of the truck and that is making the highest towing/payload numbers possible.

@Durastrokinns - there are requirements that different jurisdictions can implement in regard to CDL, and their are jurisdictions that do not require CDL for personal use but can mandate additional licence requirements.
California requires a non-commercial class A for trailers greater than 10,000 lb.
There is a similar requirement where I live. You would not be allowed to operate that same dump truck where I live without an airbrake endorsement "off highway".
Some states require a CDL based on GVW.
One does need to take responsibility for ones licence and jurisdiction requirements.

If there is an inference to what I wrote about suspension refinement, then you have read incorrectly. As illustrated below.

"Why don't the pickup manufacturers try and improve load capacity and start refining suspensions?

This is the direction we are heading in, improving GVM ie, weight on the back of the truck.

Our suspensions are much better than ever with higher axle loads."

As you can see I refering to higher axle loads. Not reducing load capacity.

The problem with your HDs is that they are heading in the direction as your 1/2 ton pickups, that is becoming more SUV like.

The cost to improve an HD's chassis and suspension to deliver a decent payload will cost both money and weight, especially now that quite a few HD's are becoming "family wagons".

Even your half ton trucks on a long wheelbase can support a 10' tray with a single cab. If the chassis and suspension was good enough you could have a 4 000lb payload, very usable.

Your 3/4-1 ton pickups could have between 6 000-10 000lb payload, if the chassis and suspension was engineered correctly.

Couple this with a decent 4-5 litre diesel and you could have very attractive packages.

Just increasing the trucks tow ability is good, but wouldn't it be cheaper for a business to buy a truck when a trailer is moving the load around. This is also safer.

If your pickups keep on diverging from being work orientated vehicles that will be their demise and LDT's and MDT's will replace them.

Soon it will come down to the cost of buying a huge fifth wheel trailer or a trailer and a truck, or just a truck (LDT/MDT) with a 6-7 litre diesel and a 20' tray that can carry the 30 000lbs.

@Big Al, What ute do you own?

Ram has increased the capability in its other truck models as well. For 2013, the Ram 2500 will also benefit from increased towing and GCWR. At 18,350 and 25,000, respectively, Ram 2500’s towing and GCW ratings are also best among ¾-ton pickups.

Ram Chassis Cab trucks also boast maximum capability with best-in-class towing and GCWR figures: 29,600 pounds and 37,500 pounds, respectively (5500 model).

@Hemi V8

Wow, Hemi V8.

Job well done on the propaganda blasting. That just makes me want to trade in my truck and go out and buy one tomorrow. I bet all your buddies in your "He-man Ford/Chevy/Toyota Haters Club" must love you. Now that you made me a convert to your cause, you can go back to watching reruns of Dodge Ram commercials while you fondle yourself.

Slightly off topic but here is the new hybrid Tacoma during remote desert testing


STOP being jealous with your hate!

You do not know me and do not know my pickup, so STOP with your personal insults of HATE!

You keep this up, I will make sure you get banned! Folks like you are nothing but TROLLS and offer nothing to this forum but HATRED and INSULTS!

Posted by: oxi | Nov 4, 2012 6:42:50 AM

The biggest question that this raises for me is "whats the big deal". In my part of the world (Alberta) guys are driving 1 ton trucks and far exceding the manufactures GVWs already. I asked the owner a truck used for light oil field hauling and he said that max gcvw is determined by tire capacity. If you've got enoough tire for 30,000 lbs then you're legal. We don't hear of many accidents caused by pick ups with trailers. As far as the J2807 towing standard is concerned, I wish that the Ram was certified. Maybe it is, maybe it isn't (probably isn't), but the new Ram is tested to Rams standards. If you don't believe them to be acurate then you have to believe that the ratings of the older trucks (2013 MY and older) are not acurate as well since they arent the J2807 standard either. You had also better believe Ford and GMs ratings are not acurate as well since they arnt certified. I believe Rams rating to be more concievalbe then Fords or GMs after the pissing match that those 2 brands had a year ago with the nearly weekly increasing of payload and towing ratings. If you don't believe the ratings go buy a Toyota.

oxi out testing near his house.


Enjoy those numbers because ford will alwaus dominate in evry catagory dodge is always gona be in 3rd place like always tjats never gona change chevy beat it on sells and alwaus hona do ford is america choice for 36 years and running

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