I'm trying to maximize payload capacity and don't care as much about towing.

My '95 2500 4x4 has a GVWR of 8800lbs and came stock with the Dana 60 rear end according to the build sheet. Mine, like the other HD trucks in that year rated 8800lbs and up, has the Dana 60 front axle.

Supposedly also in the 1995 as an option one could also get a 2500 4x4 diesel that was rated at 11,900 lbs and a V10 rated at 13,200 lbs.

I notice both of those came with a Dana 80 rear end but mine has the Dana 60 rear end.

If I swapped over to the Dana 80 rear end on my truck would it bump up my GVWR at all? If so, how much? Edit: Please assume my tires and springs, are up to the task. What else would I need? Do they also get the bigger one ton rear wheel cylinders?

 

First, the quoted numbers are tow ratings, not GVWR. The 2500s are 8800 lbs GVWR and the 3500s are 10500 lbs GVWR regardless of engines or gearing. Second, the primary reason the diesel and the V10 2500s have the Dana 80 is that those engines have more torque. Having said that, a D80 out of a 3500 has (supposedly, haven't seen it) sturdier bearings/spindles that support higher axle loads. Either way it does not give the truck a higher GVWR in the eyes of the law.

 

Actually there where two versions of the 2500 4X4 one being 7500 and 8800GVWR. You could swap axles and springs but if johnny law pulls you over they are going by the sticker on your truck.

 

I had the 8800 on my 2001 2500 and it had a heavier frame than a 2500 Cummins one of my co-workers has. It's basically a 3500 with SRW tires.

If the OP doesn't have them already, I'd suggest adding air bags to the rear. Not air shocks but supplemental bags aired independently. This is common in RV usage.

 

Yeah I have a pair of Firestone ride rite air bags. They help alot along with the after market rear sway bar and overload springs I added.

The problem I'm running into is when I actually do the math 8800 lbs comes up real fast when I put a big camper up there. I mean like even with what I have on there the camper in my sig is probably a bit over.

Sorry for about my having confused tow rating with GVRW. Apparently 8800 it is the GVWR and tow capacity in my truck. But the diesel and V10 with the D80 are rated to two more but still have the 8800lb GVWR.

It did npot make any sense to me when I confused myself into incorrectly believing the D80 could get me a higher GVWR but I was willing to do it. Now I just don't see the point if it wont buy me a higher GVWR..

Thanks guys.

 

Your rig sounds like it's maxed out already. You can add dual rear wheels to get a little more stability, but I think to go up very much, you may need to go with a commercial chassis. When towing, you're just the power plant. The trailer has it's own axles and brakes.

 

First of all I highly doubt any law enforcement will pull over a truck hauling a camper just to check the weight, recreational vehicles are exempt from DOT weigh in. However in the highly unlikely circumstance that you do get weighed by the DOT they go by your axle ratings not the GVWR so as long as you don't excede those rating you are still legal.

 

All frames are identical no difference

 

I'm not so worried about getting pulled over. It's just me being a little overly paranoid, probably, and worrying about what ifs...God forbid something ever did go wrong and insurance lawyers start asking questions about how much thought I put into trying to keep things safe...

Thanks for the really useful answers dudes.

 

Prolly the only time they would look at the weight is if you were to get into an accident, especially if someone were to die, even if it wasn't your fault you'll possibly be looking at manslaughter charges for knowingly, and willingly to drive an overweight vehicle on public roads, possibly murder if they get the right lawyer. Not saying it will happen, but it would be one of the worst outcomes, with today's society anything is possible. All the GVWR does is covers Chrysler's **** if something did happen where worst case someone died, no finger pointing at the manufacture.