Door sticker says never exceed 1263 lbs of cargo/passengers.

Yep and I'm old enough to remember those days...and...those good old
days never left...

Still get tons of arguments saying that can't be...it's not fair...

I also remember that power windows/lock/seats/etc were not even order-able
back 'then' on a pickup

Heck, even remember a time when the coinage 'SUV' hadn't been invented yet...


That a pickup was the cheapest vehicle you could buy in comparison with
the cars of that day

Sport45 wrote:

ib516 wrote:


2) GM and Ford are/were both liars when it comes to their payload ratings. They each do/used to remove equipment (like bumpers, spare tires, radios, and center consoles) before weighing the truck so they can artificially increase the payload rating.

Maybe I'm too old, but I remember when you didn't get a bumper, jack, radio, a/c, or spare tire unless you ordered them, and many of the folks I knew didn't. The truck would come with a spare wheel and they'd mount a used tire on it for much less than buying a new one from Detroit. Same with bumpers. They'd either move the one form the old truck if it wasn't beaten up too bad or buy (often make) a new one. Didn't see too many trucks with a/c either. Most had the windows rolled down (manually). The way Ford and GM rate their payload may be a throwback to "the good old days".

Thunderbolt wrote:
snip....
My 2003 silverado 2500HD, LS trim with gas engine has 2,732 lbs of payload and 9,200 GVWR. That includes a 150 lb person in each seat and full tank of fuel.My truck weighs 5,800 and I weigh 220 so technically I have 3,330 lbs of payload. I have had over 3,000 pounds in it and I assure you I wouldn't be comfortable with that weight on a regular basis. 2,000- 2,500 lbs would be more realistic.

Go out and actually weigh it...guessing you'll be surprised that it
will weigh closer to +7K lbs than 5,800. Betcha a Costo Dog Lunch... :B


Then everything else that is based on that 'curb' weight will be reduced...

Thunderbolt wrote:

ib516 wrote:

Gdetrailer wrote:

It is for those reasons above and not to mention better piece of mind for me that I CHOOSE to buy vehicles which HAVE MORE CARGO CAPACITY than what I need..

Yes, that means I am towing a 26ft 7K lb loaded trailer with a F250 which HAS 3400 lbs of available cargo weight per the door sticker..

What kind of F250 is that? Must be a typo. We have a plain jane F250 4x4 gasser (rubber floors, xlt I think, 6.2L) at work, crew cab. It h
as 2393# payload.

My 2003 silverado 2500HD, LS trim with gas engine has 2,732 lbs of payload and 9,200 GVWR. That includes a 150 lb person in each seat and full tank of fuel.My truck weighs 5,800 and I weigh 220 so technically I have 3,330 lbs of payload. I have had over 3,000 pounds in it and I assure you I wouldn't be comfortable with that weight on a regular basis. 2,000- 2,500 lbs would be more realistic.

These are the reasons I dislike the Yellow "Payload Sticker"! Many forget that is the as delivered TV with a 150# driver and a full tank of fuel.
EVERYTHING you add to the TV after delivery reduces that number! So not only don't you have near the advertised MAX payload, you have less than the sticker once passengers with stuff get loaded into the TV.

The ONLY way to know your real Payload for towing is load it up and hit the scales!! Then it is simple GVWR - Scaled Weight = Avaiable Payload!

ib516 wrote:


2) GM and Ford are/were both liars when it comes to their payload ratings. They each do/used to remove equipment (like bumpers, spare tires, radios, and center consoles) before weighing the truck so they can artificially increase the payload rating.

Maybe I'm too old, but I remember when you didn't get a bumper, jack, radio, a/c, or spare tire unless you ordered them, and many of the folks I knew didn't. The truck would come with a spare wheel and they'd mount a used tire on it for much less than buying a new one from Detroit. Same with bumpers. They'd either move the one form the old truck if it wasn't beaten up too bad or buy (often make) a new one. Didn't see too many trucks with a/c either. Most had the windows rolled down (manually). The way Ford and GM rate their payload may be a throwback to "the good old days".

ib516 wrote:

Gdetrailer wrote:

It is for those reasons above and not to mention better piece of mind for me that I CHOOSE to buy vehicles which HAVE MORE CARGO CAPACITY than what I need..

Yes, that means I am towing a 26ft 7K lb loaded trailer with a F250 which HAS 3400 lbs of available cargo weight per the door sticker..

What kind of F250 is that? Must be a typo. We have a plain jane F250 4x4 gasser (rubber floors, xlt I think, 6.2L) at work, crew cab. It h
as 2393# payload.

My 2003 silverado 2500HD, LS trim with gas engine has 2,732 lbs of payload and 9,200 GVWR. That includes a 150 lb person in each seat and full tank of fuel.My truck weighs 5,800 and I weigh 220 so technically I have 3,330 lbs of payload. I have had over 3,000 pounds in it and I assure you I wouldn't be comfortable with that weight on a regular basis. 2,000- 2,500 lbs would be more realistic.

Forgot to finish the simple math exercise....

"....Curb 'test weight' is 5,250...as per the 2014 SMOG test and
certification. Data provided by GM to Calif DMV and is an official
document. So doing the simple math 8,600 - 5,250 = 3,350
cargo/payload, right? :S ....."

Or would my payload/cargo rating be more like this:

8,600 - 7,200 = 1,400 lbs using the actual weight

Mine is a 1996 K2500/7.4L/4.1 Suburban SLT optioned (everything)

Curb 'test weight' is 5,250...as per the 2014 SMOG test and
certification. Data provided by GM to Calif DMV and is an official
document. So doing the simple math 8,600 - 5,250 = 3,350
cargo/payload, right? :S

I've weighed my Sub with me (180), toolbox (+200), misc stuff (+50)
at the local garden supply. County weights and measure sticker for
that year, so certified by the county to be correct. 7,200 lbs. How
many components/sub-systems would I have to unbolt to get mine down
to it's curb?

Don't know why mine is categorized as a 'high emitter profile', but
it passes with lower readings than most cars in the state





My drivers door labels. One is the GVWR/GAWR front and rear and one that
belongs on a half ton Sub, but it's on my 3/4 ton... Other is the glove
box label with all options my Sub left the factory with


GVWR label






Wacky tire PSI label. Both half ton GVWR, but 3/4 ton class tires???




Glove box label with all optional equipment my Sub left the factory with
A 'curb' Sub would have nothing on this label or very few items

This can only be resolved by enough folks who will go out and actually weighing
their TV's and posting that weight ticket, door label (tread act) and their
published curb

Even when a retired portal member who acknowledged that is the case for the
door labels...retired from one of the Big Three as the manager of the Label DB
group. And say that, that person & his group are powerful. That same person in
my corporation ($17Billion revenues per year) could stop a whole production line
and several times...my design team's release to production.

I would love to learn that the OEMs are doing the right thing...but with decades
of deciphering these ratings systems...still gotta show me before I'll change

Fast Mopar wrote:
Your payload rating sounds about right for some models of half-ton trucks. I just looked at my coworker's new F150 yesterday. It is a 4WD XLT Ecoboost crew cab with very few other options (no leather, no sunroof, etc.). His door sticker shows max payload of 1287 lb.

I fixed that for you.

APT wrote:

ib516 wrote:

2) GM and Ford are/were both liars when it comes to their payload ratings. They each do/used to remove equipment (like bumpers, spare tires, radios, and center consoles) before weighing the truck so they can artificially increase the payload rating.

LINK

Those are for brochure/website/advertising. The TREAD Act tire and loading sticker is still correct, as equipped each vehicle.

Yes, agreed.

Which is why people like the OP feel so cheated. Advertise ~1800#, but deliver ~1200#.