3/4t vs 1t differences
I realize there has been many questions asked about this and I have read quite a few but still doesn't really answer my curiosity completely, so here it goes... Say if I need to use the truck 60-70...
Forum Discussion
ShinerBock wrote:taken wrote:
Actually what I stated is exactly why they do it. But, we're splitting hairs. They don't need a separate class of truck when you can already order a 350 SRW derated to 10k. Make the GVWR a package choice on the 250's like they currently do on the 350 SRW's and it would make more sense.
As to the new Ram's, as of 2015 the 2500's are completely different suspension than the 3500's using coils in the rear.
No it is not. Ford cannot option a Class 2 F250 to have a higher GVWR than 10,000 lbs because that is the max GVWR you can have in that class. A GVWR higher than 10,000 lbs would put it in Class 3 Wichita is where the F350 is. Most states require special licences or a higher registration to operate a 10,000 lb and up GVWR vehicle. These are the main reasons why Ford and other manufacturers derate there 250/2500 trucks.
This is also why the payl6is so low in diesel 250/2500 trucks. Since payload is curb weight minus GVWR and the heavy Class 2 250/2500 trucks are capped out at 10,000 lb GVWR, then their payload rating is derated by a huge amount to make the truck fit into 10,000 GVWR. Going by the actual component ratings of the diesel 250/2500, they should have a payload of about 1,200 lbs more, but that would put them over 10,000 lbs GVWR which is where class 3 350/3500 trucks already are.
OK, then play it the opposite way. Just have a SRW 350 and a DRW 350 and have the 10k de-rate package that makes the SRW the same as the current 250 (10k gvwr) if desired. The redundancy is what I think is unnecessary. Call the SRW anything you want. If GVWR sets the class and the 350 can have either GVWR, then why can't one truck cover both needs and eliminate the confusion?
