I have a question for you smarter guys about my 2020 2500HD. I just bought this truck and found out that it was derated to 10,000lbs (RPO C7A) which in turn dropped my 5th wheel towing down to 11,720lbs (max tongue weight of 1,695lbs). When I bought the truck I had no idea that Chevy even did this so I didn't know I had to look out for it. I've gotten as much info as I could on this, no thanks to Chevy or any dealership, and know that it's for businesses to avoid DOT. The thing I want to know is, is there anything in the configuration that actually lowers the GVWR or is it a stupid code to back door DOT? And if it is just a code, is there a way I can submit something saying that it's for personnel use now and get a normal GVWR rating? To my understanding of all the towing forums I'm legally not aloud to tow over what the sticker says, and this rating really screws me over, but as far as I can tell the springs, brakes, diff, axle, driveshaft, everything I can see, is the same as a truck with a higher GVWR and is rated to tow a 15,000lbs 5th wheel, and it pisses me off that I can't legally tow that with a 2500HD, which is the entire reason I bought it. Honestly I don't know how Chevy gets away with labeling it with a HD badge with this rating. I guess I mainly want to know if there is anything I can do about this stupid rating or if I'm stuck with a light duty 2500 diesel
GVWR de-rated to 10,000lbs
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Justincoherent
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I believe the "being sued specifically because you were over towing capacity" is largely an internet bogeyman. Guys on rv.net love to berate newcomers for pulling travel trailers with anything less than a diesel 3/4-ton. Guess it's their version of fun.
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.
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.
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
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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.
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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.
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?
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
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
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You already put out this misinformation in post 28 back in January, nine months ago. And I corrected you in the very next post the same day. And somehow, here we are again.
The <10k GVWR option has NOTHING TO DO with components and is solely for the purpose of avoiding USDOT numbering and logging requirements.
Duramax pickups have only been offered with one axle ratio for any given year. It was 3.73 through 2019 and has been 3.42 since.
Uninformed speculation on these matters -- especially when dressed up as the advice of someone who knows what they're talking about -- makes this forum a complete joke.
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.
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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.
So as they say data talks, BS walks.
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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.
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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.
www.motortrend.com
And yes I did work for GM, but not the 2500.
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
And yes I did work for GM, but not the 2500.
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