[jdwarren]

Remember that the load added to the rear axle is actually more than the tongue load due to the rear overhang. For a CCSB like mine the multiplier is approximately 1.4, so if the tongue load is 1000 lbs then the weight added to the rear end is 1400 lbs. Weight distribution will mitigate this effect but just how much it distributes to the front axle can only really be determined in practice by going to a scale after setting everything up.

As always, the real limitation is going to be your rear tire load capacity. With 1000 lbs of boat/loader/canopy and maybe a few hundred pounds of tools and other stuff in the bed (perhaps an auxiliary fuel tank? They're nice to have, but heavy with all that fuel), plus 1400 lbs from the tongue load (remember the multiplier), you're looking at around 3k lbs added to the rear end. Subtract a few hundred for the effects of weight distribution but I think 2500 additional lbs on the rear end is a safe bet. I'd see if you can find the empty rear axle weight for the truck you're considering and make sure that with an additional 2500 lbs back there you're not razor-blading the rear tire capacity.

Also consider that you may load that Airstream heavier than a lot of folks since it sounds like you'll be using it a whole lot. Having lithium batteries and inverters is great for boondocking but the weight adds up quickly. And under those conditions you'll be running with a full fresh water tank too. So make sure you use the most conservative possible estimates.

I also recommend building in the assumption that the truck will likely need air bags or helper springs on the rear end to deal with squat/sag since you're dealing with more than just the camper tongue load back there.

 

[jdwarren]

jdwarren: Thanks for your feedback. Good comments.

According to the GMC print book for the 2024 2500 Duramax 4x4, the Rear Gross Axle Weight Rating (GAWR) are as follows: CC (Long Bed or Standard Bed) = 6,600 lbs.; Double Cab (Long Bed or Standard Bed): 6,600 lbs.

long-time dmx: I'm pretty sure I'm not going to go with a CC Long Bed. Too much truck for my daily driving, etc. Plus, that extra length will limit some of the campground sites we like to use.

Thanks.

Cheers,

Bryan

I would definitely be looking at a 3500 SRW in your situation. The additional rear end and rear tire capacity (7250 lbs) likely won't affect unloaded ride because the overload springs are only engaged when the main springs are a few inches into their travel.

 

[jdwarren]

jdwarren,

I'm new to this, but won't the "1000 lbs of boat/loader/canopy and maybe a few hundred pounds of tools and other stuff in the bed" as you mention, be partially distributed to the front axle (irrespective of the WDH)?

In other words, looking at the two photos I posted above of those two Rear Boat Loader racks (and my boat is a bit longer than either of those two boats), I would assume (perhaps incorrectly) that some of that load would be distributed to the front axle.

Cheers,
Bryan

Some, yes. But I suspect it will only be a few hundred pounds. It really depends on the weight distribution system and how you set it up. The way I had mine I only got about 500 lbs transferred to the front axle. Remember also that these trailer tongues are often constructed from 1/8" steel and hence are not indestructible. If the trailer is only supposed to exert a 1000 lb tongue load and you set it up with a WDH designed for 2000 lbs you may end up looking like this:

 

[jdwarren]

Yep, understand.

So, even with no trailer hooked up and, thus no WDH engaged, some of the load from the boat, Loader rack, Canopy, and cargo in the bed (up near the Cab), will be distributed to the Front Axle, is that correct?

Cheers,
Bryan

I'm sure some of it will be. But I'm equally sure it'll be way less than half. I'm imagining most of that will be roughly centered over the rear axle.

 

[jdwarren]

Ok.

Again, thank you for your input. Lots to consider.

Cheers,
Bryan

This thread may be informative. I run my truck pretty damn heavy with tools and fuel but I don't think it's outrageous (I think I've used every tool I carry at least once during my journeys so I suppose that says something). Note that without weight distribution this configuration would put any 3/4-ton truck over its RGAWR. Personally I would only consider a 2500 if I was running a business and wanted the GVWR <= 10k to avoid USDOT numbering. Otherwise I'll always go for the 3500 SRW.