Well I guess that everyone checked out of the thread where I posted this because no one seemed to answer it and the thread died shortly there after(unless no one had an answer). So here is to hoping that a new thread will get new looks and maybe an explanation. Can someone explain this? This F350 has a lower front GAWR, lower rear GAWR, and lower combined GAWR yet has a higher GVWR than my 2500. Kind of goes along with what I have been saying about some(not all) class 2B(250/2500) diesel trucks are de-rated due EPA and federal max GVWR numbers of their class rather than their actual carrying ability, but I would love to hear anyone else's explanation or guess. 2017 F350Front GAWR: 5,600Rear GAWR: 6,340Combined GAWR: 11,940GVWR: 11,500My 2014 Ram 2500Front GAWR: 6,000Rear GAWR: 6,500Combined GAWR: 12,500GVWR: 10,000I can see how this GM 3500 got its 11,500 GVWR rating even though it has a lower front GAWR then mine. The Ram 3500 SRW has just about the same rating, but with a 6,000 front GAWR and a 7,000 rear GAWR.2018 GM 3500Front GAWR: 5,600Rear GAWR: 7,050Combined GAWR: 12,650GVWR: 11,500

I believe the general idea is that the GVWR on 3/4 to 1 ton trucks is set by the manufacturer based on where they want it to fall in various classes.All 2500's, IIRC, max out at 10K (some older ones may be lower). Puts them in s specific weight class even if all the equipment is the same as the respective 3500. In a lot of years, the only difference was that the 3500 version had extra rear overload springs.This is not 100% always the case, but it explains why the totaled GAW doesn't equal the GVWR.So basically, I guess I am agreeing with your take on it.If I'm wrong, I'm sure someone will let us know! :)

No great mystery to it. It's all about the "class" of the truck when it comes to licensing / registration.10,000 is the limit for Class 2b. You'll never see a higher limit for a "3/4 ton" truck, ever. Manufacturers don't want to push the trucks into that higher-cost category for licensing and registration.

I doubt all F350s are rated that low. Maybe the tires on that model are the limiting feature?

IdaD wrote:I doubt all F350s are rated that low. Maybe the tires on that model are the limiting feature?I had 20's on my truck new as well(as you can see on my sticker). And you are correct that not all F350's are rated this low, however, almost all of the F350's on the lots we visited had this same rating when I was helping my father in law order his new truck.Although, this thread is more about how a truck with less all around GAWR can have a higher GVWR. Not trying to pick on pick on Ford here. It is just the only sticker example I have that has a lower all around GAWR but higher GVWR then my truck.

Simply a matter of 'Classification' MFGs set 'classification' for Registration PurposesNo mystery involved

Can someone explain this? | Good Sam Community

parker_rowe
Explorer
Jul 06, 2018
I believe the general idea is that the GVWR on 3/4 to 1 ton trucks is set by the manufacturer based on where they want it to fall in various classes.

All 2500's, IIRC, max out at 10K (some older ones may be lower). Puts them in s specific weight class even if all the equipment is the same as the respective 3500. In a lot of years, the only difference was that the 3500 version had extra rear overload springs.

This is not 100% always the case, but it explains why the totaled GAW doesn't equal the GVWR.

So basically, I guess I am agreeing with your take on it.

If I'm wrong, I'm sure someone will let us know! :)
mkirsch
Nomad II
Jul 06, 2018
No great mystery to it. It's all about the "class" of the truck when it comes to licensing / registration.

10,000 is the limit for Class 2b. You'll never see a higher limit for a "3/4 ton" truck, ever. Manufacturers don't want to push the trucks into that higher-cost category for licensing and registration.
IdaD
Explorer
Jul 06, 2018
I doubt all F350s are rated that low. Maybe the tires on that model are the limiting feature?
ShinerBock
Explorer
Jul 06, 2018
IdaD wrote:
I doubt all F350s are rated that low. Maybe the tires on that model are the limiting feature?

I had 20's on my truck new as well(as you can see on my sticker). And you are correct that not all F350's are rated this low, however, almost all of the F350's on the lots we visited had this same rating when I was helping my father in law order his new truck.

Although, this thread is more about how a truck with less all around GAWR can have a higher GVWR. Not trying to pick on pick on Ford here. It is just the only sticker example I have that has a lower all around GAWR but higher GVWR then my truck.
Old-Biscuit
Explorer III
Jul 06, 2018
Simply a matter of 'Classification'
MFGs set 'classification' for Registration Purposes

No mystery involved
ShinerBock
Explorer
Jul 06, 2018
Old-Biscuit wrote:
Simply a matter of 'Classification' ----No mystery involved

I know, and I agree with you as I stated in my original post. However, there seems to be some people that think otherwise like in the "3/4 Ton vs 1 Ton" and other threads that only look at the GVWR or the number on the side of the door of trucks and not all the specs. I was looking for an explanation from those people on how a truck with less GAWR can have a higher GVWR.
blt2ski
Moderator
Jul 06, 2018
Same question I had over my 81 C2500, but gcw 8500 lb, gvw 8600 lbs! ummmmmmmm so being as gcw is basically a performance standard, does that mean the truck should not be rated to the chassis ability?

Its probably more a how much, who is going to buy that truck per the manufactures people, so it is gvw'd per that end users useage. Sell something to me, I will push axel limits, ie most of us in construction or equal type commercial uses do push our rigs. Hence the lower gvw per total of gaw limits.

At the end of the day, I still feel a given rigs GVW should equal the sum of the GAW's. I can also see how the manufactures will artificially lower the GVW because of many HOA's wordings of no vehicles over 10,000 gvw or 1 ton trucks. Licensing per some states, not all are like here in Wa state where EVERYONE pays tonnage in a pickup, both commercial and personal use. Pretty cut and dry here on over/under 10,0000 lbs vehicles speed limits on freeways, etc. But based on the paid for registration, NOT the door sticker.

Marty
nickthehunter
Nomad II
Jul 06, 2018
Maybe it’s the brakes. A vehicle has to meet NHTSA requirements for braking ability tested at GVW. Not enough braking, lower The GVW until it does. There is no way to tell why the GVWR is what it is.
ShinerBock
Explorer
Jul 06, 2018
nickthehunter wrote:
Maybe it’s the brakes. A vehicle has to meet NHTSA requirements for braking ability tested at GVW. Not enough braking, lower The GVW until it does.

The GAWR is the limit of the "axle system" which includes brakes, suspension, and axle so the 6,500 on my rear axle is due to the weakest link of those three components. I do know that the 11.5" rear axle alone on my 2500 is rated at 10,000 per the manufacturer, AAM.
demiles
Explorer
Jul 06, 2018
Are RAM and Chevy trucks crew cab 8 ft.bed like the Ford? Are all of them diesel power? Does any of them have snow plow prep front springs or camper pkg? There’s a lot of unknowns just looking at the stickers of each.