Every manufacturer has done this for quite some time, as far as I know. It’s a technicality, plain & simple. This is going to sound harsh, but it pays to check & ask before you buy.

 

Unfortunately I didn't know this was something I had to check for. The funny thing is that Chevy customer service and a bunch of different Chevy mechanics had no idea what I was talking about and when I showed them my sticker they were always confused why it was like that. Don't know if that shows how often they do that or the quality of the technicians lol

 

Im a little confused when you say your truck was derated, if you have option code RPO C7A the tag on your drivers door should show a GVWR of 10,000 lbs. This is the max weight rating of the truck with fuel, passengers, your 5th wheel hitch and the king pin weight value in your truck. If this is on your build sheet then that's it. Now if your referring to general sales information you can go by that.
What is interesting thing about these ratings is that a 2wd is rated higher then the 4wd. You would think all the heavy duty stuff a 4wd has would give it a higher rating but not so. FYI your rating of 10k is exactly the same as a 2019 which makes me wonder if there were 2 versions of the 2020 perhaps an early version rated at 10k and a later rated higher.

What you can do is take the truck with the 5th wheel attached and get a weight sheet you can keep in the vehicle. As long as your under the 10k rating your golden in the eyes of any DOT enforcement.
Obviously they have no idea your actual weight and there not going to take the time to try to figure it out. There just out there trying to catch someone with a1500 and a big 5th wheel.

 

Im a little confused when you say your truck was derated, if you have option code RPO C7A the tag on your drivers door should show a GVWR of 10,000 lbs. This is the max weight rating of the truck with fuel, passengers, your 5th wheel hitch and the king pin weight value in your truck. If this is on your build sheet then that's it. Now if your referring to general sales information you can go by that.
What is interesting thing about these ratings is that a 2wd is rated higher then the 4wd. You would think all the heavy duty stuff a 4wd has would give it a higher rating but not so. FYI your rating of 10k is exactly the same as a 2019 which makes me wonder if there were 2 versions of the 2020 perhaps an early version rated at 10k and a later rated higher.

What you can do is take the truck with the 5th wheel attached and get a weight sheet you can keep in the vehicle. As long as your under the 10k rating your golden in the eyes of any DOT enforcement.
Obviously they have no idea your actual weight and there not going to take the time to try to figure it out. There just out there trying to catch someone with a1500 and a big 5th wheel.

Why wouldn’t a 2wd have a higher load capacity? All that 4wD stuff adds weight, not heavy-dutyness.

 

The 10k rating is a drivers license threshold commercially and is becoming an issue in non-commercial hauling in more and more states now as well. It's not an issue in KS yet but I have a CDL so I don't care either way.

A modern 2500 is certainly more capable than 10k. Most police could care less about private folks pulling campers but you can ask your own state police. I asked KS state police and as long as we are under the combined GVW of the tow vehicle and trailer, stay under the registration weight and stay under tire ratings, we're golden. So in effect, you can "borrow" some weight rating from your trailer to cover the truck overage.

KS DOT cops wouldn't speak for all 50 states but he said their approach is pretty norrmal most places. But again, ask your own state police and anywhere you plan to travel if you're concerned.

 

The 10k rating is a drivers license threshold commercially and is becoming an issue in non-commercial hauling in more and more states now as well. It's not an issue in KS yet but I have a CDL so I don't care either way.

A modern 2500 is certainly more capable than 10k. Most police could care less about private folks pulling campers but you can ask your own state police. I asked KS state police and as long as we are under the combined GVW of the tow vehicle and trailer, stay under the registration weight and stay under tire ratings, we're golden. So in effect, you can "borrow" some weight rating from your trailer to cover the truck overage.

KS DOT cops wouldn't speak for all 50 states but he said their approach is pretty norrmal most places. But again, ask your own state police and anywhere you plan to travel if you're concerned.

I live in NM and they couldn't care less for licensing. My main concern when I say "legally tow" is if I get in an accident and I'm over that 10,000lb GVWR. As far as I know, my truck can easily tow 15k, it's the fact that I can get sued for towing what every other 2500 with the same configuration can tow vs. What the stupid sticker says I can tow

 

Some states charge more fees and taxes for a GVW of more than 10,000 lbs. Florida for instance. So the ordering dealer and customer can artificially lower the real legal GVW for these reasons. If you picked it up off a lot, that's what the dealer did. If it's one you ordered, then it should have been discussed.

 

Seen plenty of companies sued over accidents, yet to see someone without a name on their truck door get sued for being over GVW. It's a risk everytime you pull out on the highway even if you're doing everything perfectly.

But to each their own. If it makes you feel good to be mindful of your actual GVW, I support that.

Sounds like you need to go trade for more truck then.

 

FYI, this is solely so commercial users can avoid having to get a USDOT number and keep logs. See here.

There's no way to change the GVWR of a vehicle. It's established at the factory and that's it.

I don't think the truck is physically different from the ones with the higher GVWR, but I'm not certain of that. Assuming that's so, personally I'd just run it as long as you aren't over the axle and tire ratings, although I'm a lot more risk-tolerant than most when it comes to pushing the limits of vehicles. But I haven't been killed yet. Can't argue with results.

 

I can’t imagine it’s mechanically any different from any other 2500. My 22’ 2500 is 11350 on the door sticker and it’s listed on the window sticker as increased GVWR, but I really doubt my truck is mechanically different from any other newer 2500. Gotta be just a sticker thing for tax reasons in some states or licensing as others have mentioned. Gucci high country. Well, like outlet mall Gucci.

First thing I did when I went to look at my truck as a potential purchase was open the door and look at the sticker. Before I even walked around it.


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How much higher is the trailer number on a non 10k 2500?

 

If I remember right a 2020 2500 with a normal GVWR should have a 5th wheel capacity of 18,500

 

FWIW MY 2021 SLT 4wd shows 11,350 GVWR and 27,500 GCWR.

Don’t expect to pull anything above 10,000 so never paid much attention to these numbers.


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On the legal front, here's some more food for thought FWIW,. I've been contracted to deliver new RV's since 2018 for 2 different RV transport companies owned by the same guy that actually owned 3 companies in total. That guy's companies have paid multiple 8 figure court settlements in recent years due to fatality accidents. So they're sensitive about safety and laws. Yet, when you sign on to haul campers for one of those companies, they could care less what GVW is listed on your truck's placard. In fact, one of the inspectors that inspected my truck a couple years ago said all they do is look for 8 bolt wheels. It doesn't have to have dual wheels or even be a 3500. If it has 8 bolt wheels, 26k registration and you have a CDL, you can pull the biggest, heaviest RV's they deliver. I've seen several guys with 2500's hook up to big heavy 5er's and 40ft+ park model campers (bumper hitch) and take off to who knows where?

So you might think the companies don't care about safety. Think again. They're pretty serious about it. If they catch you playing games with your log, it'll likely be your last day. For certain other infractions, like excessive speeding, you're fired immediately. They're pretty sensitive to safety issues and use the past court settlements, one of which shut down the company, for training purposes. Yet, GVW isn't even a thing. Those guys with 10k diesel trucks with big campers that weigh 6k on the front axle and 6k on the back axle cross just as many DOT scales as the rest of us and it's not an issue.

So yes, the big companies can afford better lawyers than I can but like someone else mentioned, I think the whole GVW in court thing is mostly just the internet boogeyman. I'm pretty risk averse and gvw doesn't concern me much probably mainly because I've never known anyone that lost a court battle due to a weight issue but also because my primary defense is just to never hit anyone in the first place. And yes, many folks have tried to hit me but I'm defensive as hell on the highway.

 

On the legal front, here's some more food for thought FWIW,. I've been contracted to deliver new RV's since 2018 for 2 different RV transport companies owned by the same guy that actually owned 3 companies in total. That guy's companies have paid multiple 8 figure court settlements in recent years due to fatality accidents. So they're sensitive about safety and laws. Yet, when you sign on to haul campers for one of those companies, they could care less what GVW is listed on your truck's placard. In fact, one of the inspectors that inspected my truck a couple years ago said all they do is look for 8 bolt wheels. It doesn't have to have dual wheels or even be a 3500. If it has 8 bolt wheels, 26k registration and you have a CDL, you can pull the biggest, heaviest RV's they deliver. I've seen several guys with 2500's hook up to big heavy 5er's and 40ft+ park model campers (bumper hitch) and take off to who knows where?

So you might think the companies don't care about safety. Think again. They're pretty serious about it. If they catch you playing games with your log, it'll likely be your last day. For certain other infractions, like excessive speeding, you're fired immediately. They're pretty sensitive to safety issues and use the past court settlements, one of which shut down the company, for training purposes. Yet, GVW isn't even a thing. Those guys with 10k diesel trucks with big campers that weigh 6k on the front axle and 6k on the back axle cross just as many DOT scales as the rest of us and it's not an issue.

So yes, the big companies can afford better lawyers than I can but like someone else mentioned, I think the whole GVW in court thing is mostly just the internet boogeyman. I'm pretty risk averse and gvw doesn't concern me much probably mainly because I've never known anyone that lost a court battle due to a weight issue but also because my primary defense is just to never hit anyone in the first place. And yes, many folks have tried to hit me but I'm defensive as hell on the highway.

Great post with some real 1st hand info.


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I really appreciate all your guys' input, definitely more info than I'm gonna get from Chevy. Honestly it sounds like as long as I'm not towing a 30,000 lb trailer and driving wrecklessly I should be alright

 

Ok, here is what I’ve got for my 2013 crew cab long box…

from: Chevrolet/GMC DURAMAX Diesel - 2013 - CRC - 3/29/12

9-40 Driving and Operating
Black plate (40,1)
Vehicle Axle Ratio Max. Trailer Wt. GCWR *
Crew Cab Standard Box — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Crew Cab Standard Box — Fifth-Wheel Trailer 3.73 4 899 kg (10,800 lb) 11 113 kg (24,500 lb)
Sierra Denali — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Sierra Denali — Fifth-Wheel Trailer 3.73 4 536 kg (10,000 lb) 11 113 kg (24,500 lb)
Regular Cab Long Box — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Regular Cab Long Box — Fifth-Wheel Trailer 3.73 5 761 kg (12,700 lb) 11 113 kg (24,500 lb)
Extended Cab Long Box — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Extended Cab Long Box — Fifth-Wheel Trailer 3.73 4 944 kg (10,900 lb) 11 113 kg (24,500 lb)
Crew Cab Long Box — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Crew Cab Long Box — Fifth-Wheel Trailer 3.73 4 536 kg (10,000 lb) 11 113 kg (24,500 lb)
C-3500 Pickup Model Extended Cab — 2WD
Single Rear Wheels — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Single Rear Wheels — Fifth-Wheel Trailer 3.73 7 620 kg (16,800 lb) 11 113 kg (24,500 lb)
Dual Rear Wheels — Conventional Trailer 3.73 7 484 kg (16,500 lb) 13 835 kg (30,500 lb)
Dual Rear Wheels — Fifth-Wheel Trailer 3.73 10 387 kg (22,900 lb) 13 835 kg (30,500 lb)
C-3500 Pickup Model Crew Cab Standard Box — 2WD
Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Downloaded from www.Manualslib.com manuals search engine

Chevrolet/GMC DURAMAX Diesel - 2013 - CRC - 3/29/12
Black plate (41,1)
Driving and Operating 9-41
Vehicle Axle Ratio Max. Trailer Wt. GCWR *
Fifth-Wheel Trailer 3.73 7 620 kg (16,800 lb) 11 113 kg (24,500 lb)
Sierra Denali — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Sierra Denali — Fifth-Wheel Trailer 3.73 7 484 kg (16,500 lb) 11 113 kg (24,500 lb)
C-3500 Pickup Model Crew Cab Long Box — 2WD
Single Rear Wheels — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Single Rear Wheels — Fifth-Wheel Trailer 3.73 7 575 kg (16,700 lb) 11 113 kg (24,500 lb)
Dual Rear Wheels — Conventional Trailer 3.73 7 484 kg (16,500 lb) 13 835 kg (30,500 lb)
Dual Rear Wheels — Fifth-Wheel Trailer 3.73 10 342 kg (22,800 lb) 13 835 kg (30,500 lb)
Dual Rear Wheels — Sierra Denali — Conventional Trailer
3.73 7 484 kg (16,500 lb) 13 835 kg (30,500 lb)
Dual Rear Wheels — Sierra Denali — Fifth-Wheel Trailer
3.73 10 297 kg (22,700 lb) 13 835 kg (30,500 lb)
K-3500 Pickup Model Regular Cab — 4WD
Single Rear Wheels — Conventional Trailer 3.73 5 897 kg (13,000 lb) 11 113 kg (24,500 lb)
Single Rear Wheels — Fifth-Wheel Trailer 3.73 7 711 kg (17,000 lb) 11 113 kg (24,500 lb)
Dual Rear Wheels — Conventional Trailer 3.73 7 257 kg (16,000 lb) 13 835 kg (30,500 lb)
Dual Rear Wheels — Fifth-Wheel Trailer 3.73 10 478 kg (23,100 lb) 13 835 kg (30,500 lb)

In short, having the duramax adds significant gvwr.

thanks,

rob

 

 

It all depends on which wheels and tires you got, what options where installed and the axle ratio, but in the end each truck has a GCVWR assigned based on the allowable overall load and what has been tested.

 

I'm pretty sure that none of what you said is correct. Good thing there are lots of posts with good information in this thread already.

The 10k derated GVWR option is available so commercial customers can avoid USDOT registration and logging. It has absolutely nothing to do with wheels, tires, or any other capacity-limiting componentry.

And I'm nearly certain that only one axle ratio has been available for Duramax trucks for any given model year. E.g. for 17-19 it was 3.73 and for 20-23 it's 3.42.

 

This site should get you close to the real numbers for your truck: Chevrolet Silverado 2500HD - 2020

It will vary a little bit depending on your trim, but these numbers should be close to what your truck can handle if it wasn't derated.

 

I pulled this from Texas to Alaska. I was 700lbs over on the “legal” truck capacity but not over either axle rating or tire ratings. GCVW was 23k and some change. Cops didn’t even give it a second look, never stopped at scales, even the border guards didn’t say anything since it was a private use vehicle.

 

Looking at the numbers on these HD trucks convinced me I needed a dually for the fifth wheel I plan on buying. I know a few guys with 3/4 ton trucks towing similar fifth wheel campers like the one I am looking at and they have no issues with pulling or handling.

 

Did you get an answer to this? Are these trucks mechanically different or ilequipped or is it purely a way for small business to get around dot requirements?

 

Did you get an answer to this? Are these trucks mechanically different or ilequipped or is it purely a way for small business to get around dot requirements?

See post #29.

 

if you have a net worth over 100k, you are a target for lawyers to sue.

Just because you or anyone on these forums hasn't heard of it doesnt mean it doesnt happen or cannot happen.

F around and F out at your own risk

 

My guess is your vehicle has a lower diff ratio and cannot meet the tow performance tests at higher loads.

No, that's not what it is at all. It's been explained numerous times above why some 2500s are rated for 10,000#. You might want to scroll up and read it.

 

If someone can show where there is a DOT regulation for non commercial light duty towing then I am all ears. DOT is applies for large commercial vehicles not personal towing. Anything up to 24,900lbs can be towed using a regular licence, over that is when generally DOT will regulate things. My comments come from having been a CDL operator and also an engineer for a couple of OEM's involved in trans work.

So as they say data talks, BS walks.

 

The <10k GVWR is specifically for commercial applications, or for customers subject to other (e.g. HOA) restrictions on GVWR.

No one is claiming the thing that you're claiming...we're claiming. And your numbers (24,900???) are way off; not that it's clear what they pertain to anyway. Plus, some states have non-commercial Class A and B licenses (such as PA, my state of residence).

And if you want to play the credential game, count me in. I have a class A CDL, undergraduate and graduate degrees in engineering, and vast experience operating heavy vehicles in the military over my nearly 21 years of service.

 

If someone can show where there is a DOT regulation for non commercial light duty towing then I am all ears. DOT is applies for large commercial vehicles not personal towing. Anything up to 24,900lbs can be towed using a regular licence, over that is when generally DOT will regulate things. My comments come from having been a CDL operator and also an engineer for a couple of OEM's involved in trans work.

So as they say data talks, BS walks.

For the specific scenario involved, you are guessing. The trucks are identical.
Did you work for GM?
Did you help design the GM2500?

Paging @Mtu Alum for some clarity here. He's already answered this question before, but hopefully he can put this to bed.

 

As far as I know the only test that relates to towing is SAE j2807, which was developed in 2015. Even this is optional for OEM's but I think most of them use it as before every test was different and there was a lot of games that where played and people made purchase choices based on misleading figures.

SAE J2807 Tow Tests - The Standard

Maximum trailer tow ratings have been a bit of a mystery over the years. Manufacturers each had their own somewhat secret ways of determining how much weight th

www.motortrend.com

And yes I did work for GM, but not the 2500.

 

As far as I know the only test that relates to towing is SAE j2807, which was developed in 2015. Even this is optional for OEM's but I think most of them use it as before every test was different and there was a lot of games that where played and people made purchase choices based on misleading figures.

SAE J2807 Tow Tests - The Standard

Maximum trailer tow ratings have been a bit of a mystery over the years. Manufacturers each had their own somewhat secret ways of determining how much weight th

www.motortrend.com

And yes I did work for GM, but not the 2500.

Ok, fair enough.
You're still making blind guesses talking about the differentials, etc.

As I've said, and others have said... @Mtu Alum who is a current GM employee has already answered this on other threads. The trucks are the same. It's just a different rating sticker for the reasons @jdwarren and @blythkd1 have mentioned.
🤷‍♂️

 

Ok, fair enough.
You're still making blind guesses talking about the differentials, etc.

As I've said, and others have said... @Mtu Alum who is a current GM employee has already answered this on other threads. The trucks are the same. It's just a different rating sticker for the reasons @jdwarren and @blythkd1 have mentioned.
🤷‍♂️

The chassis components are the same. I believe all components are the same between 10k (9900 lbs for you Canucks). The engine calibrations are different. There are different federal regulations between class 2 and class 3 trucks. The emissions, noise passby, and crash testing are the major differences. We try to keep everything the same to meet both class 2 and 3 regulations.

#iworkforGM

 

If someone can show where there is a DOT regulation for non commercial light duty towing then I am all ears. DOT is applies for large commercial vehicles not personal towing. Anything up to 24,900lbs can be towed using a regular licence, over that is when generally DOT will regulate things. My comments come from having been a CDL operator and also an engineer for a couple of OEM's involved in trans work.

So as they say data talks, BS walks.

Your sh**'s all over the place. You have no idea what you're talking about. Read this. It's directly from FMCSA. Good enough for you?

https://www.fmcsa.dot.gov/regulations/company-has-truck-gvwr-under-10001-pounds-towing-trailer-gvwr-under-10001-pounds-0

So start walking.