Ok, so made a post that hit about 7 pages pretty quick on going between motorhome and 5th wheel. After much back and forth, more back and forth, we thought that the 5th wheel might be the way to go.Now, I sold my F150 last year and have been driving a work beater as we are deciding how to proceed. So, I call down and get the sticker payload off an F250 Screw Diesel XLT...it is only 2166 pounds for combined weight of cargo and occupants with the 10,000 gross pack......that is crazy..rear axle is 6100 pounds though. My 13 Ford F150 Screw had 1900 pounds of payload with the max tow package......Anyways, on to reality. Most 5th wheels for what we want weight at least 10k pounds empty, up to 12, but lets use 12k pounds as loaded weight. With 200 pounds total for hitch and support, that leaves me with 1966...subtract wife and 4 kids (they are small now) but lets say 400 pounds, takes me down to 1566. Pin weight roughly 20% of weight, and of that 12k pounds, believe that would be 2400 pounds....So 1566-2400 pounds puts me at negative 834 pounds....that is a quite a ways over...but I see all kinds of people using 2500 series trucks with these units.....So am I supposed to buy an F350 to pull a 10k fiver? Or does everyone just run them overloaded on the gross but not on axle? Thanks,

You're confusing GVW (Gross Vehicle Weight) and GCVW (Gross Combined vehicle Weight). I traded my F-250 in almost a year ago so I won't waste your time trying to quote numbers from memory that I'd almost certainly get wrong.I was towing a 15k max weight FW. If I was very careful how I loaded things and kept it down to about 14.4k I could make it work but it was a real pain. I was ok on GVW, GCVW and pin weight. The constraint I would hit first was the 6,100# rear axle but I could stay under with empty tanks and careful loading, just barely. Did I mention what a PITA it was?I'm still towing the same FW but with an F-450. Now I could max out the trailer and dump a load of bricks in the bed while staying well under all the limits. No more PITA.

jlud wrote:Ok, so made a post that hit about 7 pages pretty quick on going between motorhome and 5th wheel. After much back and forth, more back and forth, we thought that the 5th wheel might be the way to go.Now, I sold my F150 last year and have been driving a work beater as we are deciding how to proceed. So, I call down and get the sticker payload off an F250 Screw Diesel XLT...it is only 2166 pounds for combined weight of cargo and occupants with the 10,000 gross pack......that is crazy..rear axle is 6100 pounds though. My 13 Ford F150 Screw had 1900 pounds of payload with the max tow package......Anyways, on to reality. Most 5th wheels for what we want weight at least 10k pounds empty, up to 12, but lets use 12k pounds as loaded weight. With 200 pounds total for hitch and support, that leaves me with 1966...subtract wife and 4 kids (they are small now) but lets say 400 pounds, takes me down to 1566. Pin weight roughly 20% of weight, and of that 12k pounds, believe that would be 2400 pounds....So 1566-2400 pounds puts me at negative 834 pounds....that is a quite a ways over...but I see all kinds of people using 2500 series trucks with these units.....So am I supposed to buy an F350 to pull a 10k fiver? Or does everyone just run them overloaded on the gross but not on axle? Thanks,Get the F350 and not have to worry about anything. The F250 GVWR will be artificially derated for registration purposes in some states or Provinces but is the same truck give or take a few minor parts (unless it has the camper pkg). People pulling heavier fivers with an F250 may be exceeding the door sticker for payload but may not actually exceed any individual component rating.

If you want the diesel 6.7, then I would suggest going to a higher GVWR F350. It won't cost that much more, and the ride is not much different. It is the diesel engine that is using up the GVWR.Yes, many just add airbags to the 250, and with heavier rated tires and wheels, this will work. My 13 F250 6.2 gas was ordered with heavier suspension, and has a good payload. With 4.30 gears, it is rated to tow a 15,300# FW. I would not want to carry a much heavier loaded FW, than say 12,500.My truck rides really well, but you do know when you hit a large hole, or rough railroad tracks.Jerry

I'm not worried about gross weight, combined or not, just looking at a pure payload standpoint and that would say I am well over. 350 might do it, but wanted to avoid it just for the suspected increase in harshness from daily driving as well.

jlud wrote:I'm not worried about gross weight, combined or not, just looking at a pure payload standpoint and that would say I am well over. 350 might do it, but wanted to avoid it just for the suspected increase in harshness from daily driving as well.Here is a current thread on the tow Vehicle Forum. Your questions have been answered here:F250 vs F350 Suspension, Weights and RideRegards

F250 Weight Question | Good Sam Community

30 Replies

rhagfo
Explorer III
Feb 25, 2014
ljr wrote:
You're confusing GVW (Gross Vehicle Weight) and GCVW (Gross Combined vehicle Weight). I traded my F-250 in almost a year ago so I won't waste your time trying to quote numbers from memory that I'd almost certainly get wrong.

I was towing a 15k max weight FW. If I was very careful how I loaded things and kept it down to about 14.4k I could make it work but it was a real pain. I was ok on GVW, GCVW and pin weight. The constraint I would hit first was the 6,100# rear axle but I could stay under with empty tanks and careful loading, just barely. Did I mention what a PITA it was?

I'm still towing the same FW but with an F-450. Now I could max out the trailer and dump a load of bricks in the bed while staying well under all the limits. No more PITA.

No, Jlud, has got it right on 10,000# GVWR 2500 diesel doesn't have a whole bunch of Payload.
He has two choices, step up to a 350/3500 SRW (or DRW), and gaining the payload on the door sticker, OR get the 250/2500 and run over GVWR , but under axles/tire ratings. If I was buying new I would get the 350/3500. I have the TV and bought a 12,300 GVWR 5er that tows a 11,000#, yes over TV GVWR, but well under axles.
As I said if buying new, just get the 350/3500!
JIMNLIN
Explorer III
Feb 25, 2014
op wrote:
So am I supposed to buy an F350 to pull a 10k fiver? Or does everyone just run them overloaded on the gross but not on axle?

No you don't need to buy a F350 truck.
Keep in mind the payload placard has only been around a few years and most trucks were built before the sticker and don't have one.

I would guess 99 percent of the LDTs out here on the road working (private and commercial) for a living use the trucks GAWRs for figuring how much load the truck can safely carry. In the case of a pickup pulling a trailer the trucks RAWR/tire capacities will carry the load so don't exceed those numbers.

You need to weigh your particular trucks front and rear axles separately. Many 250/2500 Ford/Dodge/GM trucks unladin rear axle may weigh in the 2800-3000 lb range which leaves approx 3000-3200 lbs for a payload. If you go over your RAWR you will need higher rated wheels/tires and rear spring help.

Check out the "2500 vs 3500 whats the major differences" thread by Imarcum in the tow vehicle forum. The F250/F350 SRW is being discussed in depth.
goducks10
Explorer
Feb 25, 2014
For $900.00 more you can get the F350 and have no 2nd guessing.
fla-gypsy
Explorer
Feb 25, 2014
jlud wrote:
Ok, so made a post that hit about 7 pages pretty quick on going between motorhome and 5th wheel. After much back and forth, more back and forth, we thought that the 5th wheel might be the way to go.

Now, I sold my F150 last year and have been driving a work beater as we are deciding how to proceed. So, I call down and get the sticker payload off an F250 Screw Diesel XLT...it is only 2166 pounds for combined weight of cargo and occupants with the 10,000 gross pack......that is crazy..rear axle is 6100 pounds though. My 13 Ford F150 Screw had 1900 pounds of payload with the max tow package......

Anyways, on to reality. Most 5th wheels for what we want weight at least 10k pounds empty, up to 12, but lets use 12k pounds as loaded weight. With 200 pounds total for hitch and support, that leaves me with 1966...subtract wife and 4 kids (they are small now) but lets say 400 pounds, takes me down to 1566. Pin weight roughly 20% of weight, and of that 12k pounds, believe that would be 2400 pounds....

So 1566-2400 pounds puts me at negative 834 pounds....that is a quite a ways over...but I see all kinds of people using 2500 series trucks with these units.....

So am I supposed to buy an F350 to pull a 10k fiver? Or does everyone just run them overloaded on the gross but not on axle?

Thanks,

Herein lies your dilemma. Do you want to do it right, or just do it? You have very astutely described the #1 drawback and fallacy of the 3/4 ton diesel. IMO you will be better served doing it right and knowing for sure that you are within all the manufacturers ratings and by default you will be doing it safely, all other things being equal. Many will come here and say, it's only a couple of springs different, or it's just a sticker and means nothing, blah, blah, blah. It's your choice, and you know what the manufacturer has rated their equipment for. I say they have very good reasons for doing what they do. It's up to you.
8iron
Explorer
Feb 25, 2014
jlud wrote:
I'm not worried about gross weight, combined or not, just looking at a pure payload standpoint and that would say I am well over. 350 might do it, but wanted to avoid it just for the suspected increase in harshness from daily driving as well.

The unloaded ride difference between the 2 is minimal. The wheels, tires, axles, shocks are the same. The rear spring pack may be slightly different as the F350 has an overload spring that the standard F250 doesn't have unless it is the camper pkg. Any difference in ride would be attributed to he fact that the stock tire inflation is 80psi on the 350 and 65psi on the 250... Same tires though.
ricatic
Explorer
Feb 25, 2014
jlud wrote:
I'm not worried about gross weight, combined or not, just looking at a pure payload standpoint and that would say I am well over. 350 might do it, but wanted to avoid it just for the suspected increase in harshness from daily driving as well.

Here is a current thread on the tow Vehicle Forum. Your questions have been answered here:

F250 vs F350 Suspension, Weights and Ride

Regards
jlud
Explorer
Feb 25, 2014
I'm not worried about gross weight, combined or not, just looking at a pure payload standpoint and that would say I am well over. 350 might do it, but wanted to avoid it just for the suspected increase in harshness from daily driving as well.
MFL
Nomad II
Feb 25, 2014
If you want the diesel 6.7, then I would suggest going to a higher GVWR F350. It won't cost that much more, and the ride is not much different. It is the diesel engine that is using up the GVWR.

Yes, many just add airbags to the 250, and with heavier rated tires and wheels, this will work.

My 13 F250 6.2 gas was ordered with heavier suspension, and has a good payload. With 4.30 gears, it is rated to tow a 15,300# FW. I would not want to carry a much heavier loaded FW, than say 12,500.

My truck rides really well, but you do know when you hit a large hole, or rough railroad tracks.

Jerry
8iron
Explorer
Feb 25, 2014
jlud wrote:
Ok, so made a post that hit about 7 pages pretty quick on going between motorhome and 5th wheel. After much back and forth, more back and forth, we thought that the 5th wheel might be the way to go.

Now, I sold my F150 last year and have been driving a work beater as we are deciding how to proceed. So, I call down and get the sticker payload off an F250 Screw Diesel XLT...it is only 2166 pounds for combined weight of cargo and occupants with the 10,000 gross pack......that is crazy..rear axle is 6100 pounds though. My 13 Ford F150 Screw had 1900 pounds of payload with the max tow package......

Anyways, on to reality. Most 5th wheels for what we want weight at least 10k pounds empty, up to 12, but lets use 12k pounds as loaded weight. With 200 pounds total for hitch and support, that leaves me with 1966...subtract wife and 4 kids (they are small now) but lets say 400 pounds, takes me down to 1566. Pin weight roughly 20% of weight, and of that 12k pounds, believe that would be 2400 pounds....

So 1566-2400 pounds puts me at negative 834 pounds....that is a quite a ways over...but I see all kinds of people using 2500 series trucks with these units.....

So am I supposed to buy an F350 to pull a 10k fiver? Or does everyone just run them overloaded on the gross but not on axle?

Thanks,

Get the F350 and not have to worry about anything. The F250 GVWR will be artificially derated for registration purposes in some states or Provinces but is the same truck give or take a few minor parts (unless it has the camper pkg). People pulling heavier fivers with an F250 may be exceeding the door sticker for payload but may not actually exceed any individual component rating.
ljr
Nomad
Feb 25, 2014
You're confusing GVW (Gross Vehicle Weight) and GCVW (Gross Combined vehicle Weight). I traded my F-250 in almost a year ago so I won't waste your time trying to quote numbers from memory that I'd almost certainly get wrong.

I was towing a 15k max weight FW. If I was very careful how I loaded things and kept it down to about 14.4k I could make it work but it was a real pain. I was ok on GVW, GCVW and pin weight. The constraint I would hit first was the 6,100# rear axle but I could stay under with empty tanks and careful loading, just barely. Did I mention what a PITA it was?

I'm still towing the same FW but with an F-450. Now I could max out the trailer and dump a load of bricks in the bed while staying well under all the limits. No more PITA.

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