I'm sure this conversation has been debated over and over again.

But, I wanted to share my understanding and see if I am right or wrong.

For starters, a friend of mine and I have been going back and fourth on the capability of my 2017 Ram 2500 crew cab 4x4 with the Cummins motor, RFE68 trans, and 3.42 gears.

Below I have listed the specifics of my truck, a comparison to a 3500 with the same specs, and the specs of the tire that I am running.

2017 Ram 2500 SRW GVWR: 10,000 lbs
Base Weight Total: 7,625 lbs (Front: 4,707 lbs + Rear: 2,917 lbs)
Payload: 2,380 lbs (GVWR - Base Weight Total)
Front Axle: 5,750 lbs
Rear Axle: 6,000 lbs
Axle Ratio: 3.42

2017 Ram 3500 SRW GVWR: 11,700 lbs
Base Weight Total: 7,628 lbs (Front: 4,698 lbs + Rear: 2,931 lbs)
Payload: 4,070 lbs (GVWR - Base Weight Total)
Front Axle: 6,000 lbs
Rear Axle: 7,000 lbs
Axle Ratio: 3.42

Tire Choice: Falken Wildpeak AT3W
Dimensions: 35x12.50R20
Load Range: E
Load Index: 121
Max Load: 3,195 lbs (per tire) (Rear: 6,390 lbs)

The way that i am understanding this, is that the payload number is generated to meet the vehicle's GVWR.

For example, if someone who is using their vehicle commercially is required to weigh in at a scale, and the vehicle exceeds the GVWR, they could be fined or be subjected to other consequences, correct?

The payload number is to give perspective on the amount of weight available to be used before exceeding the GVWR.

So, in theory, the payload doesn't really reflect on the truck's capability.

If you do not exceed the axle ratings or the load ratings of the tires, the truck should be capable of exceeding well over the payload capacity.

Did I hit the nail on the head, or am I completely missing the train here?