The Achilles Heel: Payload Capacity

There’s no denying that American trucks look and feel tough. When you see a RAM 1500 or Silverado 1500 rumbling down the road, it’s easy to assume they outclass everything else. But underneath the size and power lies a key compromise: payload.

While many 1500-series trucks are advertised with a 4,500 kg towing capacity, the reality is that most models in Australia aren’t towing that much. Many are fitted with a 3,500 kg towbar and have a towball weight (TBW) limit of 350 kg unless upgraded or engineered otherwise.

And that 350 kg TBW comes straight off your payload. So if you’ve got 700–750 kg of payload and a van placing 350 kg on the ball, you’re already down to around 400 kg. Add two adults and a bit of gear and you're likely on the edge of your GVM limit.

Add touring accessories like a canopy, bullbar, winch, long-range tank, or drawer system, and you can easily eat up another 200–400 kg. That leaves very little margin for compliance.

But payload isn't the only part of the story. These trucks are also limited by their Gross Combined Mass (GCM) — the maximum weight of the vehicle and trailer combined.

For example, the RAM 1500 DT has:

• GVM: 3,450 kg
• Towing Capacity: 4,500 kg
• GCM: 7,100 kg

If you tow 4,500 kg, that only leaves 2,600 kg for the vehicle itself — which is less than its kerb weight. That means you technically can’t tow the maximum weight and load the vehicle at the same time.

This same issue applies to the Silverado 1500 and Ford F-150. So even if you're under GVM, you might still be over GCM — making it another critical compliance limit many drivers overlook.

In contrast, a dual-cab ute like the Ranger Wildtrak often starts with over 1,000 kg of payload. Even after accessories and a 300 kg towball load, you’re more likely to stay within limits and avoid axle, GVM or GCM breaches.

Real-World Payload Comparison:

What About RAM 2500s and Silverado 2500s?

Most buyers step up to heavy-duty trucks like the RAM 2500 or Silverado 2500 chasing greater towing capacity. But even these trucks are often de-rated to a 4,495 kg GVM in Australia to remain car-licence compliant — which means payload is still the limiting factor.

With payloads around 850–950 kg, they aren’t significantly better than well-set-up Aussie utes once you factor in a 400–450 kg towball weight and basic gear. You still need to carefully manage your load to stay legal.

Where They Shine:

• Stronger axles and chassis for sustained towing
• More stable with heavy vans and larger trailers
• Comfortable under high GCM loads

That said, even these rigs walk a fine line. If you're fully loaded with passengers, fuel, and camping gear, it's easy to tip over your GVM — even before hitching up.

Full-Spec 2500s — If You Want the Real Capability

If you want to unlock the true potential of a RAM 2500 or Silverado 2500, you need the full GVM (5,200+ kg) and full GCM (often over 10,000 kg).

This setup gives you:

• Payloads exceeding 1,500 kg
• Room for accessories, passengers, and 450 kg of ball weight
• Genuine 4.5T towing without compromising the vehicle’s load capacity

The catch? You’ll need a Light Rigid (LR) licence to legally drive it. And that’s where many buyers pull back — torn between capability and convenience.

The Verdict

There’s no doubt that American trucks offer size, power, and road presence. But once you factor in payload, GCM, and licensing limitations, the advantage starts to shrink — especially for everyday towing scenarios.

If you’re towing a 3–3.5T van and want to stay legal, safe, and simple — a well-upgraded Ranger, D-MAX, or 70 Series Cruiser might actually be more capable than a de-rated 2500.