Payload Question

[JPBeck]

If you have to take into account your personal body weight being lighter then what the manufacture's -- you are too close. IMHO

[repacs0103]

Yeah, as others have said - you are absolutely fine. You have a modern, crazy overbuilt 3/4 ton truck with a beast of an engine and trans. It can more than support and pull a 10000# trailer. And contrary to what many here will imply, it is never illegal in any state in the union to be over payload or tow rating in a personal vehicle. so don't sweat it, because your Cummins sure won't .


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[kampfirekid]

All these 1/2 ton vs. 3/4 ton payload posts still confirm to me that IF you are in the market for a 3/4 ton truck to remedy the payload issues you are experiencing with your 1/2 ton, BYPASS the 3/4 ton and go straight to the ONE ton. While some may disagree, I believe for the few hundred dollars more, you can never have too much truck. And the ride is no different 3/4 to 1 ton.


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[repacs0103]

Originally Posted by kampfirekid

And the ride is no different 3/4 to 1 ton.

I agree completely, but as a 1 ton driver who also owns a bunch of 3/4 tons and a couple 1/2's, there is a noticeable difference between a 3/4 ton and a 1 ton, especially in fords with a solid front axle . On GM trucks it is less noticeable because the IFS hides the harshness.




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[RedHorse1]

Load up the truck like you'd travel and visit a CAT Scale. For about $10 you will learn what your front and rear axles are actually carrying. The difference between the Rear GAWR and the drive axle weight from the scale ticket will roughly be the maximum pinweight (minus 150# for a hitch) you should consider.
The CAT Scale is your friend.

[kampfirekid]

Originally Posted by repacs0103

I agree completely, but as a 1 ton driver who also owns a bunch of 3/4 tons and a couple 1/2's, there is a noticeable difference between a 3/4 ton and a 1 ton, especially in fords with a solid front axle . On GM trucks it is less noticeable because the IFS hides the harshness.




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I've run Superduties exclusively since 1999, with several of each F250 and F350. I guess my butt-meter is now numb after a few million miles. The only basic difference I am aware of between the newer style 3/4 and 1 ton Ford is the rear leaf spacer blocks and a door sticker. I'm sure where you'll really agree the ride is different is between the short 6-3/4 to the long 8 foot box (wheelbase), and the fact the F-250's don't come with 80 PSI tire pressure ratings. Nothing like riding on HARD tires with an empty bed. I sold my F35O last spring looking for the nice F150 cushy ride as I drive a fair bit and wanted something more comfortable, but after this payload stuff has set me so close to the edge, it'll likely be my last 1/2 ton for quite some time.


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[cariboocreek]

Originally Posted by repacs0103

Yeah, as others have said - you are absolutely fine. You have a modern, crazy overbuilt 3/4 ton truck with a beast of an engine and trans. It can more than support and pull a 10000# trailer. And contrary to what many here will imply, it is never illegal in any state in the union to be over payload or tow rating in a personal vehicle. so don't sweat it, because your Cummins sure won't .


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What about your insurance company? I'd rather take on the DOT than an insurance company. Think worst case scenario involving a bus load of nuns, and you are explaining to the jury how your overweight 3/4 ton was perfectly fine to pull a trailer heavier than recommended by the manufacturer. By the way your insurance company bailed on you months before.

Exceeding crosswind landing maximums on aircraft are not considered illegal, but do you want your Delta pilot using your flight as his guinea pig to exceed the manufacturer recommended maximums.

Your call.

[TCNashville]

Originally Posted by kampfirekid

I'm sure where you'll really agree the ride is different is between the short 6-3/4 to the long 8 foot box (wheelbase), and the fact the F-250's don't come with 80 PSI tire pressure ratings.

Must of missed something but all F-250's come with 80 psi tire pressure ratings [e-rated tires].

[repacs0103]

There is a significantly stiffer rear spring in a 350 vs a 250, that's what makes it a 1 ton , but you're right, other than the taller spacer (in a Ford) and maybe tires, that's it. In a GM truck the differences are less subtle- a 3500HD has a heavier rear end and larger brakes.


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[repacs0103]

Originally Posted by cariboocreek

What about your insurance company? I'd rather take on the DOT than an insurance company. Think worst case scenario involving a bus load of nuns, and you are explaining to the jury how your overweight 3/4 ton was perfectly fine to pull a trailer heavier than recommended by the manufacturer. By the way your insurance company bailed on you months before.



Exceeding crosswind landing maximums on aircraft are not considered illegal, but do you want your Delta pilot using your flight as his guinea pig to exceed the manufacturer recommended maximums.



Your call.

Please show me a real world case where an insurance company dropped a private RV user for improper loading.

Even in situations of commercial liability the claim legally has to be paid in spite of supposed negligence.... that's why it's called "liability insurance". The carrier may well drop you as soon as the claim is settled, but that could happen even if you're not at fault.

My point is that, as was discussed in posts above, the differences between a 3/4 and 1 ton are slight. To suggest that the OP should go sell his 2500 diesel to buy a 3500 that is identical outside of springs and a door tag is nuts. If he feels the need, swap out the rear springs or add some air bags and it will be physically identical to a 1 ton. If he were going to be grossly overweight then I would completely agree that the truck can't handle it, but this is splitting hairs- he has more than enough truck and the supposed "illegalities" for non commercial drivers are internet fable.


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[01tundra]

Originally Posted by repacs0103

In a GM truck the differences are less subtle- a 3500HD has a heavier rear end and larger brakes.


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I believe the above may be true for gasoline engines, but for the Duramax trucks the only difference is an additional overload spring in the rear.

Doesn't change the fact that the 1-ton has a substantially larger stated payload rating, but also tells me that it's pretty much a numbers game that has more to do with satisfying the regulatory departments than actual vehicle capabilities.........but it is what it is.

[cariboocreek]

Originally Posted by repacs0103

Please show me a real world case where an insurance company dropped a private RV user for improper loading.

Even in situations of commercial liability the claim legally has to be paid in spite of supposed negligence.... that's why it's called "liability insurance". The carrier may well drop you as soon as the claim is settled, but that could happen even if you're not at fault.

My point is that, as was discussed in posts above, the differences between a 3/4 and 1 ton are slight. To suggest that the OP should go sell his 2500 diesel to buy a 3500 that is identical outside of springs and a door tag is nuts. If he feels the need, swap out the rear springs or add some air bags and it will be physically identical to a 1 ton. If he were going to be grossly overweight then I would completely agree that the truck can't handle it, but this is splitting hairs- he has more than enough truck and the supposed "illegalities" for non commercial drivers are internet fable.


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Lol. Do what you want to do.

[01tundra]

If I was a few hundred lbs over rated payload on a couple occasions I wouldn't really worry about it, nor would I discuss it. Especially if we were under on rear axle GVWR and GCWR of the vehicle.

But with the whopping 480 lb. TW of our Hummingbird I'd probably have to pour the bed with concrete to bust the relatively low payload rating of our 2500HD. We travel light since we have been tent campers out of an '03 Tacoma for years.

We've camped 3 times so far with the new TT and every trip we return from I remove more items that I initially thought we "needed". We're going to be back to dry weight in a few more trips at the rate we're going !

[kampfirekid]

Originally Posted by TCNashville

Must of missed something but all F-250's come with 80 psi tire pressure ratings [e-rated tires].

The TIRES are rated, but look at the door sticker. The MANUFACTURER recommends 65psi.

[kampfirekid]

Originally Posted by repacs0103

There is a significantly stiffer rear spring in a 350 vs a 250, that's what makes it a 1 ton , but you're right, other than the taller spacer (in a Ford) and maybe tires, that's it. In a GM truck the differences are less subtle- a 3500HD has a heavier rear end and larger brakes.


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Not trying to be an but on Super Duties up to 2016, at least, they share the identical rear leaf pack, part number and all. This is NOT considering dually trucks. The F350 does come with a standard helper to my knowledge, though.


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[TommyAjax]

Originally Posted by Ottawasteve

To further clarify the matter the Ford Towing Guide for F150-F550 trucks, states that the Cargo Weight Rating assumes a 150 lb passenger at each available seating position. So in a 6 seat Super Crew Cab this would be 900lbs. This is not a misprint, because this same language has been used dating back to at least 2002.

Cargo Weight Rating shown in chart is

maximum allowable, assuming weight of

a base vehicle with required camper option

content and a 150-lb. passenger at each

available seating position

All the Ford towing guides from 2002-2017 are available here:
RV & Trailer Towing Guides | fleet.ford.com

Took a look at this - it is fun with numbers. Yes, they have assigned 150 lbs per passenger per seat location, but reduced the corresponding cargo payload. Example, on the 2017 7,850 GVWR F150 4x4 Supercrew EcoBoost, they show it as 1783# for the maximum cargo. The brochure indicates max payload at 2630 - difference of approx. 900 lbs or 6 seats x 150lbs.

Only truth is from the scales...

[repacs0103]

Originally Posted by kampfirekid

Not trying to be an @$$, but on Super Duties up to 2016, at least, they share the identical rear leaf pack, part number and all. This is NOT considering dually trucks. The F350 does come with a standard helper to my knowledge, though.


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No offense taken, I think you're exactly right, the difference between the two is that overload pack. There was a change in springpacks though sometime between 2008 and 2011. My 2011 had a three leaf main pack and when one of the main leaves broke last year, the spring shop recommended that I go back to the old style five leaf pack because they've seen a ton of failures in the newer part number. The overloads do make a big difference- it takes about 1000 pounds to get me down onto them which is about a 2 inch drop. Once the weight is on the overload pack it is very difficult to squat The truck any further


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[LiftedAWDAstro]

This started out about Rams so I will bring it back. I ended up ordering a Ram 2500 because the 3500 rode a LOT rougher. I was actually quite surprised. The 2500's use coils out back where the 3500's have a big ole stack of leaves. What I really wanted was the 3500 with the air-ride setup but adding another almost $2k to the price was just a bit more than I wanted to chew. I test drove 3 different crew cab 4x4's. All had the Cummins and long beds. The 3500 was a 6 speed manual Tradesman and the other 2 were 2500 Big Horn autos. All 3 had their tires aired to the 75-76 psi range as well according to the cluster.

[JPBeck]

I'm glad to have my half ton, it keeps me from buying a bigger trailer. I've been overloaded when I towed with a SUV and because I knew better it stressed me out, but I was strapped for cash at the time. So glad I have the right truck for my trailer now. I'll never go back to being even close to the limit.

[TCNashville]

Originally Posted by kampfirekid

The TIRES are rated, but look at the door sticker. The MANUFACTURER recommends 65psi.

Agreed, that 65 psi is for the best everyday riding experience in a heavy duty pickup. But if you're towing, it's best to inflate your [especially rear] tires to the max psi listed on the tire for the best towing experience.