Brochure weights - how are they figured?

[Montana Sky]

I just re-read my previous post, and I have to say sorry. I came across more of a jerk than I had intended. I also need to clarify that on MY 04 3400RL, the kingpin weight out of the factory is 1,700 lbs vs. the 06/07 models at 1975 lbs. The extra weight on the newer coach might cause a problem for us 2500HD owners. I have found that by adding 1/2 a tank of fresh water, I can take "off" some kingpin weight, thus allowing me to be within the specs of my 2004 2500HD Silverado. As I stated in my previous post I am within the GVWR, but only by 7 lbs. =)

[Cat320]

Been out of town...visiting my other toy, yes, it's a Catalina 320 sailboat. Anyway, I was curious as to the responses that would be here upon my return. As mentioned, this is the 'calmest' forum regarding the subject of weights. A couple of more comments.

Wrenchtraveller..."Also, Chev trucks are lighter than Fords so they do have a bigger payload and can take more Pin weight. I think a 9200 GVWR Chev 2500 HD will have as big a payload as a 9900 GVWR F350 SRW Ford."

Actually this is not exactly the case. I looked at a 2006 F250 PSD, 4x4, crew cab with a GVWR of 10,000. Due to it's very heavy weight, the payload was only 2,507. Similar Chevys with 9,200 GVWRs routinely have about 150 less cargo capability. What is very confusing is a Chevy gasser vs the Chevy D/A. A 6.0 L gasser can take 700 more pin weight because that's what the D/A eng/trans weigh. It's a catch 22...the gasser can take the pw, but then the GCWR is only 16000. So if you have the truck at max weight, you can only tow 6800lbs (16000 - 9200). The D/A version's GCWR is 22000, so it'll tow lots more...but can't take the pw. Go figure.

[sreigle]

I would never advocate towing over stated weight ratings of any kind if a safety issue is involved. Nor would I ever recommend towing beyond the tow rating and gcwr. However, there are some points being missed here.

The biggest point is the comment that you cannot say an F250 is "better" than an older F350. Well, consider these numbers. From my 2003 F350 SRW PSD, gcwr=20,000, GVWR=9900, tow rating=14,200, and 16 inch wheels. Now, consider the numbers for my 2005 F250, GCWR=23,000, GVWR=10,000, tow rating=15,400, and 17 inch wheels (the standard wheel). All of those F250 numbers are larger than the 2003 F350 SRW. Therefore I consider the 2005 F250 more capable than the 2003 F350. There is no argument to that fact. The one lower number is published payload numbers.

The wheel size was mentioned because the standard wheel on the 2005 F250 is 17 inch, to accommodate the bigger brakes that won't fit a 16 inch wheel. The 2005 F250 has bigger brakes than the 2004 and prior F350's, and that includes duallies. Likewise, the 2005 F250 frame is heavier and capable of handling more weight than the prior F350. The frame has the same material, thickness, and construction as the F450/550.

Comparing F250 and F350 SRW in only the 2005 and 2006 models with the heavier frame, heavier front suspension (4x4) and bigger brakes as well as bigger ratings, the axle part numbers are identical. The axle is identical. The rear leaf springs on the F350 (2005 and 2006) have one more leaf than the F250. That leaf is available on the F250 as part of the Camper package (for slidein campers), which adds to the GVWR/Payload. Or, add aftermarket airbags to provide the additional springing. I see no way to argue that the F250 with airbags is not capable of handling the same payload as the F350 SRW. There is no other difference.

That doesn't change the numbers but it does allow the F250 to handle the same payload as the equivalent F350. The numbers, by the way, are a guideline, not a law, per both an attorney and my insurance guy. There is always the argument of lawsuits based on the sticker, granted.

I'm sure this won't change anyone's mind but it's the justification process I went through prior to trading my 2003 F350 for the higher rated 2005 F250. And I felt it needs to be pointed out that the old arguments that a 1 ton automatically is more capable than a 3/4 ton is not necessarily accurate. My comparison of 2003 F350 to 2005 F250 show that argument doesn't always work.

No offense intended but I wanted to put my nickel out there. And it does not mean I advocate going overweight. It does mean I feel there is no safety issue in MY particular situation. None at all.

[Wrenchtraveller]

In 05 to get the maximum GVWR on a SRW F350, you had to get the 18 " wheels to get the tires rated at 3640 pounds. The 17" tires that come on a new Ford are not rated that high.

In the Province of BC, people have been fined for being over their truck's GVWR . It's the law here. Ford states that your warranty is void if you overload your vehicle.

This post is to educate people that are shopping for a TV, no other reason.

[rickfox]

As I mentioned on another post, we can compare and debate all day long. But the proof is in the numbers. As Montana Sky states, within reason, weights can be managed. You can change the pin weights via. load repositioning or adding/subtracting weight at the trailer rear. If its still too heavy, throw some stuff overboard. The objective is to know what your rigs weigh, manage that weight to stay within specifications, and have fun.

It seems to me that this concept should fall right in there next to maintaining proper tire pressure and lug nut torque.