Nevada had raised their requirements for a smog test on diesel trucks from 10,000# GVWR to 14,000# GVWR before they will allow a truck to be licensed without the test. So staying with a 3/4T here will not help in that regard.
2011 Palomino Maverick 1000SLLB on a 2004 Dodge Quadcab CTD Ram3500 SRW long bed equipped with Timbren springs, Stable Load bump stops, Rickson 19.5" wheels/"G" range tires and a Helwig "Big Wig" rear anti sway bar.
The big drawback in ontario with 350 or 3500 is classed as commercial vehicle over 4500 kgs yearly safety certification, higher plate costs, commercial insurance rates and technically need to run logbook. Thats why you see 250 or 2500s on the lot.
Which is also why they have those mobile weight stations floating around because of so many people grossly overloading 3/4 tons because the retardery that is Canadian licensing.
My Blog - The Journey of the Redneck Express CBChannel 17Redneck Express '1992Dodge W-250 "Dually" Power Wagon - Club Cab Long Bed 4x4 V8 5.9L gashog w/4.10 Geared axles '1974KIT Kamper 1106 - 11' Slide-in '2006Heartland BigHorn 3400RL
One problem is they have not adjusted the laws to the changes in pickup empty weight over the years newer pickups are alot heavyier than trucks of the 70s thus increasing gvwr. You are excempt as long as you dont ever take off your camper or unhook your 5ver or tt. I did the same as you joe and duallyed my f250 never been bothered in 3 yrs. I agree it is a stupid setup and costly to anyone running 4500kgs on the door.
1997 F-350SC 7.3 dually Eagle Cap 950 Honda EU2000
People buy the 3/4 tons because THEY'RE ON THE LOT.
Most people don't custom order their trucks from the factory. They buy what the dealer has sitting on the lot. Dealers tend to have ten 3/4 tons for every one 1 ton SRW in stock, if that.
Heck the GM dealer near where I work has a dozen new 2012 2500HDs spread across his lots, and only one 3500... The 3500 is a cab-chassis dually.
Most people don't know any better either. They look to the salesman for advice, and they get the classic, "Oh this will tow anything." Unless they have a very specific request for a specific truck with specific options, he is going to attempt to sell them what he has on the lot.
Was gonna say this exact statement, but now I don't have to - dealers buy/stock 'way many' 150/1500's, 'some' 250/2500's and one or two one-ton pickups -
Beyond the TC and TT market, very few buyers even "need" a one-ton truck (horse-people maybe??) So 'the big three' build truck that will sell to the largest market. I think this concept is called "Occum's Razor". THe simplest answer is probably right answer.
From a friend who pulls a big 5er, he says that a properly set-up 3/4-ton can pull a heavier trailer than a similarly fitted 1-ton. They might have identical GCWRs, but if the 1-ton has a heavier empty weight, well, there you are.
Careful with that - a 3/4 ton with a fiver will run out of payload LONG before you reach the Max Trailer Weight.
I never said he was my smartest friend. Personally, when I retire and go full-time, my 5er toter will be a Class 8 conversion. There's no kill like overkill.
HAVING SAID THAT, a lot of the comments here are from TC haulers who also have an eye towards what their trucks can do when they're not under a TC. That's the pure and simple beauty of a TC, and the argument I give when people ask why I didn't just buy a small C: because my truck is a truck, not a dedicated motor chassis, and it can do a lot of things besides hauling an RV coach.
uScott wrote: "There's no kill like over-kill." I like it. There are costs to over-kill though. If you have a very stiff spring pack, your ride suffers. If you have too much engine power, your drive train and brakes will suffer. You get the idea. But i still like the concept.
I had one in college when I was practicing my bass trombone. It was, "Anything worth doing is worth doing to excess." It must have worked as I retired in '06 after 37 years as bass trombonist with the L.A. Phil.
The OP had kind of a tongue-in-cheek title, but there is more to it than that. I found that in the year 2001.5 the only differences between the Dodge 3500 dualie (no 3500 SRW was available yet) and the 2500 with camper package and trailer to package were
1. front axle hubs had a spacer to move the dualie huge backspaced wheels more to the center of the bearings and match the backspace of the inside rear wheel. This made the hub protrude out bound more than the tire.
2. Rear axle was narrower or wider, i can't remember which, with longer studs for the pair of wheels, again with the dualie huge backspacing. And I think it was different for the cab and chassis version with a narrower rear axle yet.
ALL the other parts were the same. Same brakes, springs, frame, drivetrain. If you look up the part numbers, part for part, you find identicality. The camper package 2500 was just the addition of the same secondaries used on the 3500. The biggest additional payload came with the addition of two extra rear tires/wheels. So, by deduction, the tires on the 2500 were the restraining factor in payload capy. Having spent a lifetime playing around with springs and suspension on my sundry jeeps and trucks trying to fine tune the flexibility, ride or load capacity or on springs that i just twisted to oblivion, (I've broken 6 or 7 mainsprings and maybe 5 interior springs on jeeps) I can say that springs are not rocket science.
Although it will still be a 3/4 ton by registration, (and that's a good thing) i've made mine defacto over a one-ton capacity with my upgrades of springs and tires, and that works for me. 5000 lbs. of gravel in the bed? Suspension drops down just short of level.
That being said, if I were to buy another truck for camper use it would be a SRW one-ton....... or even a 4500........ or 5500 if i had a heavier camper in keeping with uScott's mantra:
"THERE'S NO KILL LIKE OVERKILL."
I believe the newer trucks have a better differentiation between a .75T, and 1T.
However, I bought the Dodge because i knew it would outlive me.
regards, as always, jefe