Well, the tech specs listed show the options the vehicle has, when you look it up under the dealerships website. Completely tells you the options. So, it is not a general "quad cab 4x4" or which other configuration you might be buying. So, that list was put together either as the truck was built, or right after. They should get it all together, since they weigh them before putting the sticker on the door jam, and then post the HONEST payload on the specs, not what some base model SLT 4x4 4.7 might hold. The 150 pound driver only comes into play on the tow specs. Not payload. THE rear axle rate might be a whole 75% of the differance in weight between a crew and quad. Maybe a whopping 30 to 35 pounds. So what if the crew can add more in passengers weight? I have a bigger bed, stands to reason I could (will) put more widgets in the back of my quad cab. The choice is up to the buyer, Crew:, more cab space Quad: more bed space. Make the GVWR higher, and the same for trucks that are same wheelbase and tires.

 

[QUOTE=whiteboycustom;2242199]http://www.autopartsdealer.com/fires...-p38445-p.html

$79.00 w/ free shipping.....not to bad, ill just figure out how i want to run the hose when i get them[/QUOTE

Thanks for the hook-up, I Just ordered.

 

It affects both.

GVWR = the limit of the truck payload. Includes the vehicle dry, the fuel, the oil, the passengers, the cargo, the options. If you tow, then you have to also throw in the tongue weight of the trailer. Per the 2009 spec for a CC SB 4x2 is 6800#s, and 6700#s for the QC.

Tongue weight is usually 10-15% of the trailer weight. For a 5,000# trailer, that is properly loaded, thats another 575#s

GCVWR = GVWR and the weight of the trailer (UVW) plus the water and propane and dishes and everything else in the trailer.

UVW is the weight of the trailer as equiped but dry.

Many folks on this site have reported their trucks weighting in at around 5300-5400#s at the scales - includes the driver and gas. So if you take 5400#s and take out 200#s for the driver you get to about 5200#s for the truck. Add to that the 1670 max load and you get the GVWR of 6870 - pretty close the published 6800#s.

Now the sanity check;

You and 3 buddies go fishing and tow a 5000# trailer and you guys average 200#s each, that's 800#s + 575#s for the tongue weight = 1375#s, since the max payload is 1670#s, (from the 2009 specs - CC or QC SB 4x2) that leaves about 300#s left for beer, firewood, etc. You are basically at the max GVWR.
Now if you have a 7000# trailer and the tongue weight is around 800#s, you maxed out with just the 4 guys and the trailer.

If it's a 4x4, then you loose another 240#s for the CC and a whopping 300#s for the QC


Another sanity check;

Per the 2009 spec, the GCVWR for a Hemi with the 3.92 gears is 14,000#s. But If I did my math right, you and your three buddies with the 7,000# trailer plus the truck and passengers and other stuff, when you add it all up, no matter how you slice it, you are pretty close to the truck limit GVCWR.

 

Any pics of the loaded truck with trailer and these air bags installed ? I want to see how level the truck remains under load. I'm considering these as my truck tends to sag more than I like under load - even with the weight distribution hitch.

 

What I meant about the 150 pound driver: Trucks are rated to tow WITH a 150 driver, BUT, payload is not rated with the 150 pound driver. Like on my TRX4, the sticker on the door jam says "total weight of occupants and cargo should not exceed 1240 pounds (I think thats what the number is, it's in Arkansas, I am overseas.) Meaning, 1240 from the GVWR of 6700 is 5460 the CURB weight, fuel tank full, no driver. Yes, I know the 4wd is pushing legal weights, that's why I commented here that if Dodge was actually doing air bags that maybe they can actually re rate a truck, when the package is installed. We know the bags will hold the weight, but the bag manfactures will tell you flat out, the use of their bags will not increase GVWR. Be nice if a factory package would tho. Not expecting a Ram or my 2010 Ram to compete with Ford and some of the others ratings, but 300 pounds more would make a hell of a differance, and the 3900 pound axles will hold it fine. Luckly I don't run with a big crowd, so I'll get the bags to help with the tongue weight of a racecar trailer that will weigh no more than 6,000 pounds, and if I happen to haul some rock or dirt in the back, just air up & be carefull.

 

This pic shows my truck fully loaded (see this thread for details: Technical review of towing experience):

Truck and trailer with 30# in RideRite bags

Rob

 

I bought the RideRite bags just for the purpose of leveling my truck when pulling my '72 Chevy C10 race truck to the track and back. With trailer and truck, I am probably at about 6000lbs. So the bags will do just what they state.

 

before i do the install....the black spacer, is it smaller side up? i havnt looked under the truck but im guessing like said the smaller end goes up in the top of the coil

 

Yes, small side up.

Rob

 

I have a lowered (2/4) crewcab. I work for a railroad so I am constantly driving across tracks and bottoming out. if I was to get these bags would they help with the bottoming out?