I know this issue comes often and gets debated heavily but I don't think this issue has been discussed from this point of view before.This is in regard to the small difference between a 3/4 ton vs 1 ton SRW truck that in many cases is nothing more than 1 extra leaf in the rear springs on the one ton to increase Payload capacity. All other components on the two trucks are equal and the same. But if a RV'er adds air bags or the extra leaf to the rear springs on a 3/4 ton there are those who vehemently argue that that doesn't give the 3/4 ton the same payload capacity as a one ton version of the same truck. I understand that the door pillar sticker doesn't change when this is done but IMHO the load capability of the 3/4 truck is now the same as the 1 ton truck as long as the axle ratings and the tire ratings are not exceeded. In my example the axle ratings and the tire ratings are the same on both trucks which is quite common. Just the payload spec is different. Ok, so the argument is the truck capability didn't change because the door specs didn't change. Now lets consider this change. Lets say a truck originally came with Load Range E tires and the door sticker so referenced that in its weight ratings. But the owner replaces the Load Range E tires with Load Range D tires. Now if one follows the above logic the truck capability didn't change because the door sticker didn't change. I don't buy into that at all. The trucks load capability has been reduced but the sticker didn't change. So it seems to me that using the argument that since the door sticker didn't change when an owner makes significant changes to the truck when going up in weight capability doesn't hold water when the owner makes changes going down in weight capability. To me the argument is pure argumentive rather than based on facts.

yeah, the difference in the 250/350 is really just the sticker and what you pay for registration due to the GVWR in most states if that's how things are registered...What if I put some 8 lug full float axles on my F150? Or put E rated tires on it? Or??? :)Yes, I know the frame and suspension of an F150 is nothing compared to a SuperDuty... But, just going with what you are saying.. ;)In WA state, the sticker weights don't mean diddly squat in terms of being "legal" or not... I could register my F150 for 10,000, 12,000 + and be completely legal.. As far as DOT is concerned anyway.. Right now, I had to pay for #8000 GVW for my #7700 GVWR F150... My old 97 F150, I only had to register for #6000 GVW for a #6250 GVWR on the truck.. I was good to go up to #8000 as far as DOT was concerned.. :)Anyway, you can do whatever you want to your truck to help it out and tow whatever you want and if it works for you, great... On this site however, you'll just get the comments that you are a disaster waiting to happen and you're going to kill some innocent family and blah, blah, blah... ;)There is a point where you know you are overloaded and when you aren't.. Most folks that ask the question on this site have never towed anything in their life or could even find the spark plug on the engine if you asked them.... I hope you find your answer... :)Mitch

I ordered a 3/4 ton with the camper package and the trailer towing package. I got a 1 ton suspension system and 1 ton brakes (larger pads and caliper than 3/4 ton). My door sticker didn't change. What am I supposed to do? File a complaint, report it to the DOT, sue the manufacturer?

MrVan wrote:I know this issue comes often and gets debated heavily but I don't think this issue has been discussed from this point of view before.This is in regard to the small difference between a 3/4 ton vs 1 ton SRW truck that in many cases is nothing more than 1 extra leaf in the rear springs on the one ton to increase Payload capacity. All other components on the two trucks are equal and the same. But if a RV'er adds air bags or the extra leaf to the rear springs on a 3/4 ton there are those who vehemently argue that that doesn't give the 3/4 ton the same payload capacity as a one ton version of the same truck. I understand that the door pillar sticker doesn't change when this is done but IMHO the load capability of the 3/4 truck is now the same as the 1 ton truck as long as the axle ratings and the tire ratings are not exceeded. In my example the axle ratings and the tire ratings are the same on both trucks which is quite common. Just the payload spec is different. Ok, so the argument is the truck capability didn't change because the door specs didn't change. Now lets consider this change. Lets say a truck originally came with Load Range E tires and the door sticker so referenced that in its weight ratings. But the owner replaces the Load Range E tires with Load Range D tires. Now if one follows the above logic the truck capability didn't change because the door sticker didn't change. I don't buy into that at all. The trucks load capability has been reduced but the sticker didn't change. So it seems to me that using the argument that since the door sticker didn't change when an owner makes significant changes to the truck when going up in weight capability doesn't hold water when the owner makes changes going down in weight capability. To me the argument is pure argumentive rather than based on facts.A lot of "arm chair quarterbacks" on forums like this one who make GUESSES as to the manufacturers specs really are.While a lot of them "think" there is no "differences" between say a F250 and F350 other than springs they are dead wrong.I can tell you this from owning F250s since 1997 that when buying replacement parts for suspension I have as of yet found any said parts which are universal between F250 and F350.. Anytime I buy brake parts, ball joints and such I ALWAYS HAVE TO GIVE the vehicle model, date of manufacture and at the dealer the VIN NUMBER.There are often very subtle differences between a lot of the suspension and steering components which make interchangeability between F250 and F350 rather difficult.The manufacturers ratings specifications are only "valid" if you use SAME OR GREATER RATED components. In other words going from E tire to a D tire means the rating is no longer valid and you MUST "derate" your capacity even though the manufacturer plate rates it higher WITH THE PROPER TIRES (in this case D tires are NOT "proper", or ANY tire NOT LISTED ON THE DOOR PLATE).Same is true if you put say F450 suspension, axles, steering and tires to match on a F250.. While you beefed up those parts the door sticker is what the manufacturer rated it at and that is the number that counts. You can not change that number unless you wish to go through the hassle of retitling your vehicle as a specially manufactured vehicle and YOU would be responsible to provide all the specs..There are a lot of folks who think the manufacturers numbers means squat and will load and haul anything they like..Not my cup of "tea".I buy a vehicle of enough capacity to suit my needs instead of buying a "lesser" vehicle then attempting to upgrade the lesser vehicle to do the job of the greater vehicle.

This is in regard to the small difference between a 3/4 ton vs 1 ton SRW truck that in many cases is nothing more than 1 extra leaf in the rear springs on the one ton to increase Payload capacity.If there is really no difference except a spring then why the greater numbpers on the sticker from the factory for the one ton in deference to the three quarter ton? Why don't you ask the factory what the difference is if you really care? Otherwise you are just revisiting the same old discussion. Get a list of the part numbers that are different between tbe 350 and the 250 and you might be surprised that is is more than just another spring in back.

jmtandem wrote:This is in regard to the small difference between a 3/4 ton vs 1 ton SRW truck that in many cases is nothing more than 1 extra leaf in the rear springs on the one ton to increase Payload capacity.If there is really no difference except a spring then why the greater numbpers on the sticker from the factory for the one ton in deference to the three quarter ton? Why don't you ask the factory what the difference is if you really care? Otherwise you are just revisiting the same old discussion. Get a list of the part numbers that are different between tbe 350 and the 250 and you might be surprised that is is more than just another spring in back.I would be very happy to see the list of the difference in part numbers. Please provide.

Truck configuration vs door tag | Good Sam Community

21 Replies

Campinfan
Explorer III
May 07, 2014
Remember, not that I am recommending this....the warranty can only be voided if the mfg can show that your modification caused it. So if you tow heavy and your electric windows quit, it is still under warranty.
mowermech
Explorer
May 06, 2014
for those who can purchase NEW vehicles, "warranty" may be a valid issue.
For many of us, the manufacturers warranty is a big NON-issue. It expired long before we bought the vehicle!
BenK
Explorer
May 06, 2014
8iron wrote:
snip....

All well and fine, but I think the ongoing argument regarding late model F250/F350 differences is are they actually engineering differences or merely labelling differences to meet sub 10,000# GVRW licencing and registration standards?

Embedded in what I said and here is the detail to your point

MAYBE
they are the exact same but the OEM has decided to label
one with a higher rating, which will have that one stressed more than
the one rated less

Meaning that one will have higher MTBF numbers, therefore higher warranty
costs to the OEM

Meaning why they charge more for the higher rated

Meaning that the door label is what it is RATED for, even though
they are the exact same vehicle (for arguments sake on this discussion)

We being on the outside of the Product Team will never know that truth
to that, or what they based their decision on...again assuming that
they are both the exact same and just labeling differences

It is what it is and all the modifications will still have what that
label says it is...unless one pays for it to be recertified to whatever
they 'thing' it should be...but then that would cost more than just
going out and buying the higher rated one...
8iron
Explorer
May 06, 2014
BenK wrote:
In anything ENGINEERING...EVERYTHING RATED Is based on a BELL CURVE vs what most folks 'think' are black or white

Meaning that whichever POINT they choose for the RATING....that is where the corporation will stand behind (warranty and/ liability)

There usually are a bit more....but that is their design margin, safety factor, fudge factor, ETC

Advisors who say good for it, ignore the limits, etc are into that margin....but lost is the warranty...that then has those advisors say put it back to stock and don't tell (fraud in my book)...

All well and fine, but I think the ongoing argument regarding late model F250/F350 differences is are they actually engineering differences or merely labelling differences to meet sub 10,000# GVRW licencing and registration standards?
BenK
Explorer
May 06, 2014
In anything ENGINEERING...EVERYTHING RATED Is based on a BELL CURVE vs what most folks 'think' are black or white

Meaning that whichever POINT they choose for the RATING....that is where the corporation will stand behind (warranty and/ liability)

There usually are a bit more....but that is their design margin, safety factor, fudge factor, ETC

Advisors who say good for it, ignore the limits, etc are into that margin....but lost is the warranty...that then has those advisors say put it back to stock and don't tell (fraud in my book)...
Campinfan
Explorer III
May 06, 2014
A friend of mine is an engineer in the auto business. His buddy is an engineer on the Ford Superduty line. He said the ratings the mfg gives are what the average person would feel comfortable towing with the truck. So I do no know if you can call it a fudge factor but be reasonable when you tow.

Some of those who say you can only tow 80% must have forgotten where that rule of thumb came from. It was that 80% was your rig and the cargo in your tow vehicle would account for the other 20%. Now I know that I do not have 2400lbs of cargo in my truck.

And if you look at some of the specs for a F250 vs a F 350, the F250 actually has a higher cargo limit. Now, of course, you can buy a larger cargo package...
BenK
Explorer
May 05, 2014
First, decide if you believe in the OEM's ratings or not

If not, then discussions of changes academic...but note that any changes
to the OEM specifications will most likely take the OEM off the liability
hook...

If yes, then understand how their ratings 'system' works

All documentation for any given vehicle is a contract between the OEM
and buyer. Baked into that is the warranty and liability

In that 'baked in' warranty and liability is the COMPONENTRY the OEM
provided from the factory.

By changing a class and/or size of any component, the owner is RE-ENGINEERING
that component and sub-system to whole system

Mainly going lesser, but also going higher in spec. The warranty and
liability coverage is for the OEM spec components and does NOT
include the re-engineered componentry

Yes, when you go larger or higher spec, 'that' component is rated
higher and 'can' do more...but, bottom line is that the OEM docs
(that includes the door label) is still or only for the OEM equipment...

I knew that all of my modifications to my 1973 K5 Blazer (1 ton
suspension...Dana 60 front end & positive arched leaf springs, 14 bolt
rear & higher rate leaf pack and commercial class tires, 14 ply) would still
have GM warrantee it as a 'half ton'...

So if one does NOT like what the door label says...then buy one with
the door label that you do like...and if you don't care for any warranty
coverage and/or willing to take the liability, have at it...just know
what that re-engineering begets you...
Dave_H_M
Explorer II
May 05, 2014
MrVan. I just cannot seem to get ll the worms back in that can of worms you opened. :W
bguy
Explorer
May 04, 2014
Litigation.
Some people are more afraid of liability than others.
JIMNLIN
Explorer III
May 04, 2014
8iron wrote:
Those that have looked, asked and researched know the answer. Those that haven't offer their opinions here.

Yeah its pretty easy to search lets say Fords Fleet service spec pages that lists all the specs for rear axle sizes/spring capacities/brake specs/frames/wheel and tire sizes and a host of other tech data that shows the differences in the F series trucks.
Those that have done their research know what the vehicle mfg tech data says and those that don't simply have a opinion and make ignorant comments about those that have done their research.

Case in point is a F350 SRW crew cab 4x4 6.7 172" wheelbase 6290 RAWR comes with a 10k or a 11.2K GVWR. This is the same truck from front to rear bumper.
The 10k GVWR SRW has a 2550 lb payload.

The same truck in the F250 has a 10k gvwr a 2450 lb payload.

Now look at all the spec that Ford engineers has given us for the 10k gvwr F350 SRW and the 10k F250 are the same with exception of rear spring ratings.
Same with the 11.2k gvwr F350 SRW configured like my example above.

Registered weights has nothing to do with the OP topic of 3/4 ton vs one ton SRW actual mechanical differences. Thats another topic.

Forum Discussion

Truck configuration vs door tag

21 Replies

About RV Tips & Tricks

Related Content

side door bent

Truck camper match

New Truck Camper Forum Comments

Truck Camper Tie Downs

Plumbing valve configuration