If you had gone with a F250 10K GVWR then you wouldn't need any special license and it would tow that 15.4K trailer just fine.

 

yeh, I had a 250, wasn't comfortable.

 

Yup, all that garbage. Although I run under the companies authority, don't have my own, just lease my truck and services to the company.

 

What wasn't comfortable?

I've always been completely comfortable with the abilities of my truck, even under the heaviest trailers I pull, I know it could easily do more.

 

Cool. I don't have a CDL but I have a medical card and run a log book. Also, my truck is registered for gcvwr of 25,999 lbs. we also have commercial vehicle insurance.

The problem I ran into was consistently having more than 10,000lbs of weight on my 4 truck wheels. We can change the registered weight limits on the state vehicle registration but we can't change that 10k door sticker. With the 11,500 F350 sticker I'm good all the way around. The only problem I have now is having a trailer with a weight rating of 21k due to the triple 7k axles. This situation makes my gcvwr 32,500 when that trailer is hooked. Actual weights never come close to that but the stickers say that, so, if an official decides to go by the literal sense of the book, I'm in trouble. Considering I do all the other stuff though we are pretty much good to go since we don't haul freight.

Be safe out there. It stinks that the blue oval has become problematic for you. In my experience, which is dating back to 2007 with ford, these SD trucks have been the best overall truck for towing/travel over 50,000/year. I've run into problems here and there but so far the trucks do perform better than what we had prior to2007.

Prior to 2007 we had gm trucks. They did the job but the nature of the repairs we had to consistently do was different. Here is what I mean.

Repairs like suspension parts, transmission work indicate the equipment was being used above and beyond their capability. These trucks were simply wearing out due to engineering. The truck in its proper condition was operating above its physical limit.

With the SD trucks, the problems with the engines we have had are of a manufacture issue. Repairs have been needed but the operating conditions did not produce the problem as the gm trucks did. So, the truck is not operating above its design limit.

The difference (my opinion of course) is that I have confidence in the SD. Running a truck knowing that the way I use it is not doing harm is the difference between the ford and the gm. I understand that gm has done several changes that may have changed this situation but I have no reason to change. What I have is fine, and, I really like it too.

I hope your new ram gives you the confidence that I feel with my truck.

 

But, the "officials" don't go by the trucks GVWR when towing, they go by the axle weight ratings and the combination weight rating because when they weigh them they weigh the axles. So, if you aren't over the axle weight rating or the combination weight then you are good in their eyes.

 

the combined (GCVWR) is over .. SRWs rated at 23500, 10+15,400 = 25,400

the regs say RATING.. not actuals.

 

What SRW rating is 23.5K ???

10K GVWR allows a trailer GVWR of 16K for a combined 26K, so I don't understand where you are getting this 23.5 thing at.

And if you are looking at the factory ratings, the rating for combined on a 2011+ F250 powerstroke is like 25.4K IIRC.

 

this is for my 2012 (2011 is the same)
https://www.fleet.ford.com/truckbbas...FLRVTT_gde.pdf
see page 19,

20% of my trailer GVWR is 3080.. which with a F250 6000 RAWR will be over by 300 lbs (my F250 RAW (actual) was just at 3380).

 

Last time DOT pulled me over for a "routine" check the officer opened my door to check the GVWR for my truck. I did not get weighed but it was visibly obvious I was under the trailer GWVR.

 

and just want to say, the 'combination' weight is the truck GVWR plus the trailer GVWR.. so its NOT 'just' the truck.. you are correct, but the TRUCK AND the trailer. (ratings)

and the ram towing guide info says 4x2 GCVWR is either 23000 (tradesman, 3200 cap, 14,700 towing) or 25300 (slt, 3000 capacity, 14600 towing), both cummins. (4x4 is a little less capacity, little more towing, but the Combined is 25300 )

edit: sorry, the images were for the reg cab.

 

Well, all the more reason for me to go with the RAM 2500 Mega cab 2wd automatic then, 17,150 tow rating and 25K GCWR.

But, I never have had an issue with the ratings on my current F250, never have had anyone look at the GVWR, just the GAWR's and making sure I was not over 26K GCWR.

And the company I work with has been all through these issues MANY times and they have no issues with my truck or with me hauling the trailers that I do. We are within the law according to every DOT official they have ever dealt with so we're good.

 

So I guess if I was to consider this line of work, A cdl A would be the first order of business for me due to the wider hips.

 

Interesting..

anyhow.. best wishes..

 

If you wanted to haul the best paying trailers.

Of course the CDL brings on other issues too, means that anything you do in ANY vehicle reflects back on your CDL license, even when you are driving in a non-commercial capacity. You get a ticket while driving your car, then that is points against your CDL. You use a radar detector in your car and get pulled over they can confiscate the radar detector and ticket you just for having it.