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Old 08-13-2015, 10:46 AM   #15
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Quote:
Originally Posted by Alphonse View Post
I am considering a new 2015 RAM 2500 Laramie Longhorn Crew 6'4" box truck.

The Ram brochure says the Payload Capacity is 2360 pounds maximum for this model. Of course this number is a maximum and the manufacturer must deduct the weight of options/accessories beyond the base from that. The final number is specified with the documentation for the specific vehicle.

The VIN specific printout for customer turnover shows a capacity of 2270 pounds for this specific truck. The sales folks are supposed to cover this with the buyer during turnover.

The "Tire Inflation and Loading" placard (yellow sticker) on the inside of the driver door of this truck shows 1990 pounds.

So, why the difference between documentation with the VIN and the "yellow sticker"? Is there someone here that knows the background and why this occurs? This is a common issue and I have yet to find a sales person that knows anything about it.
Beside the payload on the document there is an asterisk, *, indicating a note. At that note the second sentence says this payload number is decreased by added options. The actual payload is as shown on the door sticker.

When I bought the truck I have today I took it to the Cat Scale immediately from the dealership. I topped off the fuel tank at the gas pump at the truck stop where I weighed it, exactly as it came from the factory. I did not include myself in the weight. I was surprised to find that the door sticker was off by 60-70 lbs. Then I took it to a second scale about 5 miles away. The second weigh confirmed the first was correct.
The way I calculated this was (GVWR) - (actual weight) = (payload)
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Old 08-13-2015, 11:09 AM   #16
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The Tire and Load sticker is correct for THOSE TIRES at that published air pressure... The Title of the label explains the context of the label.

The Tire and Load sticker does not reflect the capabilities of the vehicle as published on the VIN specific placard.
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Old 08-13-2015, 11:27 AM   #17
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On my 2012 Ram 2500HD Cummins 4x4, I weighed it empty straight from the dealers lot after filling it up. That weight did NOT agree with the door sticker, but the scale number is what I started with. As each accessory was added, I crossed the scales and observed the increase in empty weight that decreased payload.

The sticker says the truck's GVW is 9,600 pounds, The front axle rating is 5,500 pounds and the rear axle rating is 6,010 pounds or 11,510 pounds together. The factory installed Michelin Load E tires are rated to carry the axle loads, plus some reserve. When crossing the scales with the truck and trailer loaded, I see the truck has 10,100 pounds on the axles and the trailer has around 9,100 pounds on it's axles for a total weight of 19,200 pounds which is less than the 20,000, pound limit for combined trailer and truck weight. Both axles are over 500 pounds below their load limit.

As we have gained experience, the weights are going down as we switched to a lighter battery system and are not taking as much stuff as we did initially - like one generator versus two since we have 800 watts of solar on the roof.
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Old 08-13-2015, 02:15 PM   #18
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Quote:
Originally Posted by Not Done View Post
The Tire and Load sticker is correct for THOSE TIRES at that published air pressure... The Title of the label explains the context of the label.

The Tire and Load sticker does not reflect the capabilities of the vehicle as published on the VIN specific placard.
Sorry, but the tires are much more capable than the yellow sticker. Search for an load chart for tires that size and load rating and take a look.
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Old 08-13-2015, 02:45 PM   #19
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So here's the official answer from Ram

Quote:
Originally Posted by Alphonse View Post
I am considering a new 2015 RAM 2500 Laramie Longhorn Crew 6'4" box truck.

The Ram brochure says the Payload Capacity is 2360 pounds maximum for this model. Of course this number is a maximum and the manufacturer must deduct the weight of options/accessories beyond the base from that. The final number is specified with the documentation for the specific vehicle.

The VIN specific printout for customer turnover shows a capacity of 2270 pounds for this specific truck. The sales folks are supposed to cover this with the buyer during turnover.

The "Tire Inflation and Loading" placard (yellow sticker) on the inside of the driver door of this truck shows 1990 pounds. (should have said 1980 in original post)

So, why the difference between documentation with the VIN and the "yellow sticker"? Is there someone here that knows the background and why this occurs? This is a common issue and I have yet to find a sales person that knows anything about it.
I contacted Ram Customer Service as Keith suggested. They didn't know much and the conversation was a bit comical. Finally, after some persistence on my part, the gent was kind enough to give me the contact information for some Ram folks who would be able to answer my question. Here is the answer that I received from Ram:

"The plant system that prints the label is not sophisticated enough to calculate the true weight of the vehicle on the fly, base weight plus any combination of options ordered. So, it adds an average Max Options weight to the base weight to get curb weight. In this case, with max options, this vehicles curb weight is 300 lbs higher. So, the payload is approx 300 lbs less at 1980 lbs. The label reads “Passenger and Cargo weight cannot exceed 1980 lbs.” So, it uses base weight plus a standard max options weight.

The VIN specific is the most accurate representation of payload which reads 2270 lbs

GVWR – Base Weight = Payload
Payload = Max Options + Passenger weight + cargo
Cargo = GVWR – Base Weight – Max Options – Passenger weight

For this truck the base weight is approx 7730 lbs. The GVWR is 10,000 so payload is 2270 lbs.
2270 payload = 300(Max Options approx.) + 750(5 pass x 150ea) + 1220 (cargo)

Bottom line, use the VIN specific vehicle capability numbers.
"


So bottom line, the terms cargo capacity and payload capacity have different definitions. The "yellow sticker" states "cargo capacity" but is a best guess.

As already pointed out by others, the real answer lies with the CAT scales. But meanwhile I now am no longer guessing as to how these specs are arrived at.
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Old 08-13-2015, 03:32 PM   #20
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Cool - guess I had it exactly backwards😀 glad to see I just have 200# more payload🍸


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Old 08-13-2015, 08:52 PM   #21
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Yellow door sticker - right or wrong?

The problem is that the axles are the last thing to break when over loaded.There are many other suspension pieces that have maximize capacities along with the wheels that your tires are mounted on.This is why the payload is always lower than the axle rating.The people that designed the truck took this into consideration when they engineered the vehicle.
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Old 08-14-2015, 02:49 AM   #22
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I failed to mention that all the steel spring components in my Dodge were replaced with a Kellerman air bag based level ride suspension system with more carrying capacity. The rear leaf springs were replaced with two 5,000 pound rated air bags and the front coil springs were replaced with two 4,000 pound rated air bags and different shocks. These are similar components to those that they use for the ambulance conversions.

The factory wheels, tires, wheel lug nut system and brakes must have capacities that equal or exceed the axle ratings. Otherwise the axle ratings would be degraded to the weakest component.
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Old 08-30-2015, 06:21 PM   #23
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I always get a chuckle from those silly yellow stickers. It's a regulatory/liability thing that arose from an accident/lawsuit a number of years ago.
Ignore them. The only reliable way to calculate payload capacity is to weigh your empty vehicle, and subtract that number from GVWR.
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Old 08-30-2015, 09:17 PM   #24
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I always get a chuckle from those silly yellow stickers. It's a regulatory/liability thing that arose from an accident/lawsuit a number of years ago.
Ignore them. The only reliable way to calculate payload capacity is to weigh your empty vehicle, and subtract that number from GVWR.
Albert, you should get about the same answer as the silly yellow sticker (plus/minus a few pounds).
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Old 08-30-2015, 11:28 PM   #25
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Nope. Our 2008 V70's sticker shows 950 lbs. GVWR is 5060. Curb weight is 3900.
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Old 08-31-2015, 07:21 AM   #26
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Nope. Our 2008 V70's sticker shows 950 lbs. GVWR is 5060. Curb weight is 3900.
But what about the front to rear split? Sure it isn't 50/50.
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Old 08-31-2015, 07:39 AM   #27
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Nope. Our 2008 V70's sticker shows 950 lbs. GVWR is 5060. Curb weight is 3900.
So Albert you have a 210 pounds difference! Was it full of fuel? Is your Volvo labeled per US requirements? For the US, the most recent regulations for the Vehicle/Tire Information Placard was enacted in the US by the DOT/NHTSA in 2003. I do not know what the Canadian requirements are.

Weighed my truck and the difference was 40 lbs. I suspect the sticker is always going to be conservative (meaning understated, albeit it slightly). Of course at this 40# level you begin to wonder about the accuracy/calibration of the CAT scale as well but the scales gives one a confirmation.

By the way, are you towing your 27' Overlander with the Volvo?
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Old 08-31-2015, 10:59 PM   #28
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But what about the front to rear split? Sure it isn't 50/50.
It's 1220 and 1140 kg - actually, 2360 kg or 5,192 lbs total. That would give a payload capacity of 1,292 lbs.

I'm being conservative with a curb weight of 3,900 lbs. Volvo published specs back in 2008 showing a curb weight of 3,527 lbs, but that was quite optimistic and may have been without fuel.
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