How Accurate are Payload Ratings

[Bigdog]

1st Vehicle
2018 F-250 Platinum Diesel with high capacity tow package
Front GAWR 5,200
Rear GAWR 6,340
GVWR 10,000
Payload 1,919


2nd Vehicle
2019 F-150 XLT 3.5L
Front GAWR 3,450
Rear GAWR 3,800
GVWR 7,000
Payload 1,771

I find it hard to believe that the payload on my small truck is 92% of that on my big truck.

[Rodney27405]

The difference is 3000 lbs- minus the additional weight of the much heavier diesel engine, the extra fuel (assuming the F-250 has a bigger tank) and all the dodads that come on the Platinum that aren't on XLT which gets it down to the small difference between the two. A more basic trim with a gas engine version of an F-250 would have quite a bit more payload than your F-150

[Bigdog]

Thanks for the reply. I know how the payload is calculated, but it just doesn’t seem logical that the difference between the two vehicles is less than 150 pounds.

I guess I probably should have asked how accurate are the gross vehicle weight ratings.

By the way, the 150 has a larger fuel tank than the 250.

[Jerry713]

Pretty sure payload numbers are set in stone. As mentioned it boils down to a math equation. Whether that is accurate or not can be debated but end of the day it’s what that door jamb sticker says that matters.

I will say for HD trucks I don’t put as much stock in payload numbers as some do. I look more at the gross axle weight rating. In most cases you’ll be over in payload before you get to the GAWR.

[Bigdog]

Originally Posted by Jerry713

I will say for HD trucks I don’t put as much stock in payload numbers as some do. I look more at the gross axle weight rating. In most cases you’ll be over in payload before you get to the GAWR.

I tend to agree. 1,700 pounds in the 150 seems unsafe, while 1,900 in the 250 barely makes it blink.

[Russc25]

For being made up by a bunch of engineers, beancounters, lawyers, and MARKETING it's dead on. especially at DOT scales and in the courtroom assigning blame for an accident. For what the truck can actually do safely, it's probably waaay off.

In this particular case, most of the increased gross capacity is being taken up by increased vehicle curb weight, otherwise I'm not sure why the 250 would be so low... that's basically saying the 250 is 3000 lbs heavier: 8200 vs 5300 curb weight which seems like a lot: my chevy 2500 (granted, ex-cab, short bed, 2wd, manual, and much older: 2004) is only 5400 lb. Where exactly did you find the payload ratings you posted? I wonder if marketing is playing fast and loose and the 150 is the total payload while the 250 is just the bed, rear axle, or tongue weight limit?

Another thought: I bet 1700 in the 150 FEELS heavy and I bet 1900 in the 250 is barely noticeable. The 250 is built to take that weight all day long whereas the 150 is a grocery getter; usually it's limited to 1 or maybe 2 meatbags and some groceries with only an occasional foray to the max load. It's that way in my chevy 2500: 2k of firewood in the bed is barely noticeable.

[spoon059]

Originally Posted by Bigdog

I find it hard to believe that the payload on my small truck is 92% of that on my big truck.

You need to understand class ratings to understand these numbers.

The F250 is a class 2B designation. That is an arbitrary rating that says your F250 (or any "3/4" ton truck) has a GVWR between 8500 and 10,000 lbs. Your F250 is capable of hauling MUCH more weight, however to keep it in that arbitrary class 2B designation, it is only allowed a maximum GVWR of 10,000 lbs.

The F250 is mechanically very, very similar to the F350, which can weigh up to 14,000 lbs. If both vehicles have 18" wheels, the only difference is an additional rear suspension leaf and a spacer block (although you can spec out a F250 with that spacer block...).

The F150 payload is the maximum amount that Ford says it can carry. That is a compromise between marketing (wants the MOST payload), legal (wants the least liability) and engineering (wants the least failures). That payload amount is it, I wouldn't really exceed that. You are approaching the breaking point of some part. The components aren't designed to carry that weight all the time, so higher usage at those weights will cause it to wear out sooner.

The F250 payload is the maximum it can carry and stay under the 10,000 GVWR. It can carry substantially more than that weight, up to and including the amount of weight at a SRW F350 can carry. They are designed to carry those loads and maintain that work most of the time, so the components won't likely wear out prematurely.

So while the numbers appear close on paper, that F250 is substantially more truck, can carry substantially more weight, can do it substantially safer and will last a lot longer under the same conditions.

Having driven a half ton, and now a 3/4 ton, I won't likely ever go back to a half ton. You get so much more truck in a 3/4 or 1 ton platform. The ride quality of modern 3/4 and 1 ton trucks has improved substantially, to the point that getting a lighter truck for the better ride is a thing of the past.

[Bigdog]

Originally Posted by Russc25

Where exactly did you find the payload ratings you posted? I wonder if marketing is playing fast and loose and the 150 is the total payload while the 250 is just the bed, rear axle, or tongue weight limit?

These ratings are copied from the door jamb stickers on my vehicles.

[Bigdog]

Originally Posted by spoon059

You need to understand class ratings to understand these numbers.

The F250 is a class 2B designation. That is an arbitrary rating that says your F250 (or any "3/4" ton truck) has a GVWR between 8500 and 10,000 lbs. Your F250 is capable of hauling MUCH more weight, however to keep it in that arbitrary class 2B designation, it is only allowed a maximum GVWR of 10,000 lbs.

The F250 is mechanically very, very similar to the F350, which can weigh up to 14,000 lbs. If both vehicles have 18" wheels, the only difference is an additional rear suspension leaf and a spacer block (although you can spec out a F250 with that spacer block...).

The F150 payload is the maximum amount that Ford says it can carry. That is a compromise between marketing (wants the MOST payload), legal (wants the least liability) and engineering (wants the least failures). That payload amount is it, I wouldn't really exceed that. You are approaching the breaking point of some part. The components aren't designed to carry that weight all the time, so higher usage at those weights will cause it to wear out sooner.

The F250 payload is the maximum it can carry and stay under the 10,000 GVWR. It can carry substantially more than that weight, up to and including the amount of weight at a SRW F350 can carry. They are designed to carry those loads and maintain that work most of the time, so the components won't likely wear out prematurely.

So while the numbers appear close on paper, that F250 is substantially more truck, can carry substantially more weight, can do it substantially safer and will last a lot longer under the same conditions.

Having driven a half ton, and now a 3/4 ton, I won't likely ever go back to a half ton. You get so much more truck in a 3/4 or 1 ton platform. The ride quality of modern 3/4 and 1 ton trucks has improved substantially, to the point that getting a lighter truck for the better ride is a thing of the past.

Thanks for the information. The 250 has the high capacity tow package, which makes it virtually identical to the 350. The only differences are a single spring in the rear leaf pack and the recommended rear tire pressure of 65 vs 80 psi.

Everything else is the same yet the 350 has a 1,500 pound higher GVWR and payload.

[spoon059]

Originally Posted by Bigdog

Thanks for the information. The 250 has the high capacity tow package, which makes it virtually identical to the 350. The only differences are a single spring in the rear leaf pack and the recommended rear tire pressure of 65 vs 80 psi.

Everything else is the same yet the 350 has a 1,500 pound higher GVWR and payload.

Yup, the Class 2B designation limits the F250 to 10,000 lbs GVWR. The SRW F350 has the 11,500 lbs GVWR. The F250 is derated on paper only to provide that Class 2B option for fleets or states where anything over 10,000 lbs is a "commercial" designation of a vehicle.

Off the top of my head, I'm not sure what Ford GVWR packages are, but I know you can spec out F350s for multiple GVWRs. It's all a game to meet arbitrary criteria for registration purposes, insurance purposes, commercial purposes, etc.

Its cheaper to de-rate the truck on paper than it is to build a slightly less capable truck with slightly less HP/Tq, slightly smaller brakes, slightly weaker wheels/tires, slightly lighter frame, slightly lighter wheel studs, etc and have to maintain separate assembly lines, parts, etc.

[Russc25]

Originally Posted by Bigdog

These ratings are copied from the door jamb stickers on my vehicles.

What I mean is I've never seen door jamb stickers state curb weight or payload, only gross.

semantics about how you go the numbers but the general question about capacity has been answered by me and other posts already.

[Jerry713]

Originally Posted by Russc25

What I mean is I've never seen door jamb stickers state curb weight or payload, only gross.

The last 3 trucks I’ve owned all stated payload on the door jamb sticker and all didn’t specifically state the curb weight but that can be calculated by subtracting payload from GVWR. My buddies 2024 Chevy 2500 states curb weight, payload, of course GVWR and towing capacities for both conventional and gooseneck trailers.

[Russc25]

Originally Posted by Jerry713

The last 3 trucks I’ve owned all stated payload on the door jamb sticker and all didn’t specifically state the curb weight but that can be calculated by subtracting payload from GVWR. My buddies 2024 Chevy 2500 states curb weight, payload, of course GVWR and towing capacities for both conventional and gooseneck trailers.

Interesting. only took 100 years to get something useful LOL

[Skyline]

Originally Posted by Bigdog

1st Vehicle
2018 F-250 Platinum Diesel with high capacity tow package
Front GAWR 5,200
Rear GAWR 6,340
GVWR 10,000
Payload 1,919


2nd Vehicle
2019 F-150 XLT 3.5L
Front GAWR 3,450
Rear GAWR 3,800
GVWR 7,000
Payload 1,771

I find it hard to believe that the payload on my small truck is 92% of that on my big truck.

Diesel engine is 800 pounds more for one thing.

[SUP]

Another issue with this is if you have an FX4 in your f250, that will also drop the overall payload as compared to a non 4x4. I have a '19 f250 platinum in an FX4 and my max payload is 2190. The FX4 have skid plates under the chassis which adds substantial weight to the vehicle.

[Scott91370]

You habe to compare every aspect of each truck.
cab configuration
bed length
EVERY option (one is platinum - one is XLT, tons of add=ons there)
Check option weights here: https://www.f150forum.com/attachment...ghts-specs.pdf
engine (that 250 diesel is going to be 700lbs more right off the bat)

I've seen sveral people post how their diesel 250 doesn't have as much payload as they thought it would and hence can't tow the weight it was designed for. Even though max tow is 18k they're limited to say 14k because of payload. Same happens with the 1/2 crowd.

[Scott91370]

Originally Posted by SUP

The FX4 have skid plates under the chassis which adds substantial weight to the vehicle.

I don't know if I'd say substantial. Maybe 30lbs.(showws 28lbs in the below list)

Here is a list of weights for the 2021 F150. Can't be too much different for the 250:
https://www.f150forum.com/attachment...ghts-specs.pdf

[Bigdog]

Originally Posted by Scott91370

I've seen sveral people post how their diesel 250 doesn't have as much payload as they thought it would and hence can't tow the weight it was designed for. Even though max tow is 18k they're limited to say 14k because of payload. Same happens with the 1/2 crowd.

They probably can tow the weight they were designed for. It’s just hard to tell what that weight really is when the GVWR is limited in order to fit within a specific vehicle classification.

[blakei]

Aside from the "math" of payload, the F250 is going to be a much more capable tow vehicle. The frame is heavier, the suspension is much stronger, the brakes are beefier, the cooling better, etc.


Another comment pointed out that you'd really feel the 1700 lbs in the F150 and not in the F250. I tow about 1000 lb tongue weight, 8K loaded on a RAM 1500. I've also towed it with a rented RAM 2500. I'm at the limit on the 150/1500 -- and I can tell -- and I barely felt the trailer with the 250/2500.

[billcf7]

Originally Posted by Russc25

What I mean is I've never seen door jamb stickers state curb weight or payload, only gross.

semantics about how you go the numbers but the general question about capacity has been answered by me and other posts already.

This is a payload sticker