2015 F250

Are these all lie-o-meter numbers or hand calculations? If they are hand calculations then I need to tell a few buddies and family members to take their new trucks in because they are getting no where near these numbers.

FishOnOne: Just trying to get away from the 3.42 gear plus wanting some of the new bells and whistles of the new trucks ie: RV camera that looks down into the bed, factory 5th wheel setup, plus stepping up in creature comforts. But I just found out today that Ford doesn't offer the RV camera. Note, I am looking into a one ton just want to stay away from duallies.

Exactly, and on the 350 you can order a 10k or 11.4k "package" too. Just a different sticker to help with reg fees etc. but same truck wearing it... They also de-rate the 450's rear axle to keep it under the next big step. If you just buy any of the axles Ford uses for a generic application, the rating is much higher. So a spec isn't always a spec...

There are also community and municipal restrictions in some areas. By having a truck badged under 10k GVWR, you slip under the restriction limits yet still have a capable truck. Class 2B trucks exist for those that need a Class 3 but have to live with private or commercial restrictions.

My '15 F350 here in CNY nets:

City Ave winter: 10-14
Hiway Ave winter: 13-17

City Ave summer: 13-16
Hiway Ave Summer: 16-19

Towing so far (snowmobile trailer, 4 place V-nose enclosed): 10

No long trip yet w/ RV so cannot give you a accurate mpg figure. I run at 60 in a 55 and 70 in a 65.

As for the diff between a 250 and 350, not going to get into a debate about it, BUT what could happen in the event of a accident and one rear ends someone else w/a truck that's overloaded is that some sue happy att'y is going to go thru things w/a fine tooth comb and while ins will probly pay out, end up dropping the owner. So yes a 250 can be overloaded rather quickly, but a 350 and up tonnage truck can be equally as overloaded. Heck, how many 1/2 tons do we see overloaded? Either way one goes, the best offense is a great defense and allow plenty of gap between you and the next guy. Sure some yahoos will pull into the space, so you'll have to adjust again and again.

IdaD wrote:

taken wrote:

transferred wrote:

downtheroad wrote:
I always recommend going to the 350 instead..very little difference in cost or ride and you get lots more payload.

=.

100%. Most 3/4 tons you see towing 5ers are over their GVWR, not so with the SRW and DRW 1-tons.

Yes, but since the 250's gvwr if a fabricated marketing number and has nothing to do with real specs, it really doesn't matter. A 250 is physically identical to a srw 350 and since private rigs don't get checked for weight, who cares what a sticker says?

I largely agree with you although if I was planning to regularly be over GVWR in my truck I would have gone 3500. But down the road I'm not really too worried about payload limitations as long as I stick within axle and tire ratings. The diesel 3/4 payload ratings really are meaningless.

Agreed, and when I ordered my current truck, I ordered a 350 just for that reason. Just in case states started playing weight police on private rigs and looking at stickers. However, it just doesn't seem to be happening with CA being the only state checking. Not a big deal as it was less that $800 more for the 350. I just point out that they are the same so someone doesn't miss a great deal on an in stock vehicle because they think it's not up to the task.

Golden_HVAC wrote:
Hi,

With a 1,700 'dry' empty hitch weight, sure to go up by 300 - 600 pounds while towing, I would be considering a slightly more expensive F-350 SRW truck. It will have about 1,400 higher GVWR, while the curb weight is nearly identical. The cost difference is barely $1,000. Weight and MPG difference is insignificant, say 100 pounds and fractional MPG difference.

Remember that your hitch will be 100 - 150 pounds, depending on the model. As you fill the trailer, the empty hitch weight will go way up. If the F-250 has a 2,500 pound cargo rating, and you have 3 passengers with a total weight of 600 pounds, then you will be exceeding your GVWR once hooked up to the trailer. .. Add a pair of 47 pound generators, some firewood, and perhaps a cooler in the truck for drinks?

Good luck,

Fred.

Again Fred, the trucks are identical. For a while the 350 came with taller spacer blocks under the rear suspension and an overload spring that the 250 did not. Current generation 250's can be optioned with both those differences so bottom line, SRW 350 is 100% identical to the 250. If ordering, sure go with a 350. I did. If price shopping stock vehicles, grab whatever has the best deal knowing that the sticker is worthless and the trucks are the same.

taken wrote:

transferred wrote:

downtheroad wrote:
I always recommend going to the 350 instead..very little difference in cost or ride and you get lots more payload.

=.

100%. Most 3/4 tons you see towing 5ers are over their GVWR, not so with the SRW and DRW 1-tons.

Yes, but since the 250's gvwr if a fabricated marketing number and has nothing to do with real specs, it really doesn't matter. A 250 is physically identical to a srw 350 and since private rigs don't get checked for weight, who cares what a sticker says?

I largely agree with you although if I was planning to regularly be over GVWR in my truck I would have gone 3500. But down the road I'm not really too worried about payload limitations as long as I stick within axle and tire ratings. The diesel 3/4 payload ratings really are meaningless.

taken wrote:

transferred wrote:

downtheroad wrote:
I always recommend going to the 350 instead..very little difference in cost or ride and you get lots more payload.

=.

100%. Most 3/4 tons you see towing 5ers are over their GVWR, not so with the SRW and DRW 1-tons.

Yes, but since the 250's gvwr if a fabricated marketing number and has nothing to do with real specs, it really doesn't matter. A 250 is physically identical to a srw 350 and since private rigs don't get checked for weight, who cares what a sticker says?

I largely agree with you although if I was planning to regularly be over GVWR in my truck I would have gone 3500. But down the road I'm not really too worried about payload limitations as long as I stick within axle and tire ratings. The diesel 3/4 payloads ratings really are meaningless.

Hi,

With a 1,700 'dry' empty hitch weight, sure to go up by 300 - 600 pounds while towing, I would be considering a slightly more expensive F-350 SRW truck. It will have about 1,400 higher GVWR, while the curb weight is nearly identical. The cost difference is barely $1,000. Weight and MPG difference is insignificant, say 100 pounds and fractional MPG difference.

Remember that your hitch will be 100 - 150 pounds, depending on the model. As you fill the trailer, the empty hitch weight will go way up. If the F-250 has a 2,500 pound cargo rating, and you have 3 passengers with a total weight of 600 pounds, then you will be exceeding your GVWR once hooked up to the trailer. .. Add a pair of 47 pound generators, some firewood, and perhaps a cooler in the truck for drinks?

Good luck,

Fred.