f150 versus f250

BenK wrote:


Received many PMs and one guy mad...wanted to sue that guy for his false
advice...told the PM person the advice here is worth the price
paid...nothing. That there was only one person responsible for the
setup...the driver and that could have been his wife if she was
driving...

He followed that 'half ton' advice...not knowing that advisor had one of these
fake half tons with a +8K GVWR and a 6K RGAWR

He burned up hid F150's rear end on the way to a long vacation in Florida/DisneyWorld

Spent all of his vacation stuck in the middle of nowhere on motel/food/etc
and the cost to have his F150's rear end rebuilt

He had a +4K RGAWR and about 2,000 lbs LESS rear axle rating than
the advisor...so of course burned up his rear end...

He lost even more money, as he had to turn around and go home...to
forfeit his deposits in Florida...

That fella doesn't seem very bright. Trying to sue an anonymous internet forum name isn't likely to go very far.

All the information is available to do your homework and determine if 'this' can tow 'that'. Caveat Emptor. Just seems these days people don't want to think through something, they just want the salesman to say "you'll be fine" before signing on the line.

Adam R wrote:

eichacsj wrote:
half tons the axles are pressed in, 3/4 tons they are bolted.

Are you talking axle tubes or trying to make reference to the semi-float vs. full float axle shafts on the SD's?

The axle tubes are pressed in and plug welded for both trucks last time I checked.

The bearings on a half ton are pressed on with a clip that holds it on in the diff and when over loaded they can peel right out. On 3/4 and above the axles are bolted in. Note the 8 or so bolts on the hub. Hope I am explaining it correctly. It only really matters if you over load the truck like most do.

Why using marketing nomenclature covers too much ground and end up talking
in circles..."whose on first...whats on second"

'half ton' ranges from 5K GVWR up to +8K GVWR.

Some 'half ton' vehicles has same/similar GVVWRs as full sized 'cars' and why
most 'half ton' has 'P' class tires...AKA passenger class tires that must
be de-rated when used on trucks

Again, nothing wrong with half ton...but need to know 'which' half ton is
in discussion...

Ditto 3/4 ton marketing nomenclature...there is also a fake 3/4 ton with
+9K GVWR...1 ton territory...

Why say use their GVWR to get it right...or more accurate to avoid the
"whose on first...whats on second" where one is talking a +8K GVWR half ton
vs someone else taking to a +6K GVWR half ton...

There is a guy who always said: "sure your half ton can...I own one and
no problems towing..."

Received many PMs and one guy mad...wanted to sue that guy for his false
advice...told the PM person the advice here is worth the price
paid...nothing. That there was only one person responsible for the
setup...the driver and that could have been his wife if she was
driving...

He followed that 'half ton' advice...not knowing that advisor had one of these
fake half tons with a +8K GVWR and a 6K RGAWR

He burned up hid F150's rear end on the way to a long vacation in Florida/DisneyWorld

Spent all of his vacation stuck in the middle of nowhere on motel/food/etc
and the cost to have his F150's rear end rebuilt

He had a +4K RGAWR and about 2,000 lbs LESS rear axle rating than
the advisor...so of course burned up his rear end...

He lost even more money, as he had to turn around and go home...to
forfeit his deposits in Florida...

Nothing wrong with any 'half ton'...and...I use the term "fake half ton" to
get the point across that there are many, many flavors of 'half ton'

Mainly for newbies who think it can tow as much, if not more than higher class TVs

As Russ says...a 'real' fake half ton has a RGAWR near or over 6,000 lbs

'Regular' half tons has a RGAWR in the 4K range

That is the main difference, IMHO, between these classes...almost 2,000 lbs
more rating for the rear axle assembly

Take a look at most any pickup or full sized SUV and the drivers door rear
edge is just about half way between the front and rear axles.

Meaning...most all of the cargo/tongue/pin/etc loaded will be behind the mid
point of the wheel base...meaning most of that weight will be placed on the
rear axle

"most'...not all...

Again, I own two half tons now and most of my trucks have been
half tons before the 3/4 ton Suburban that I tongue'n cheek refer
to as a K3500...cuz ordered the F60 option...which gets the
1 ton front springs as part of the Snow Plow prep package...and
that most 3/4 ton has same/similar rear GAWR as 1 ton's...

SuburbanHauler310 wrote:
Payload capacity.

The maximum payload capacity of a new F150 is 3300lbs, if set up correctly.
The payload range of an F250 runs from 2950lbs to 7050lbs.

And you're as mis-informed as the OP.......unless I missed the "new" F250 with a 7klb payload rating. Whole truck only weighs 7-8klbs.

TyroneandGladys wrote:
What is the advantage/disadvantage of a f250 over a f150 if the drivetrain are the same and the tow capacity on both 15,000lbs? Would be used to pull a 27 foot travel trailer not a 5th wheel.

Thanks

Difference is the drivetrain is not the same and there's no F150 with a 15k tow rating.

delete posted on wrong thread

ROBERTSUNRUS wrote:

BenK wrote:
There is nothing wrong with a half ton...as long it is used within
it's ratings...but...many insist on a 'half ton' badge...even though
they need a higher class TV...so all or most of the OEM marketing
folks have 'fake half ton' that is badged: "half ton", but has
'some' components and GVWR in the next higher class truck...

I own two half ton pickups

WHICH F150 half ton do you own?

They range from +6K GVWR up to +8K GVWR...which I call the 'fake
half ton'....a 3/4 ton normally has a 8.6K GVWR

The 'regular' half tons has 'P' class tires (passenger class
tires) that needs to be de-rated a min of 9% when used on pickups
and SUVs.

Fake half ton pickups has the next higher class tires, 'LT' class

'Regular' half ton's has +4K RGAWR...where as 3/4 ton has +6K
RGAWR...as does 'some' of the fake half tons at +5K up to +6K RGAWR


Tell us which class tires and RGAWR of your half ton?

My Silverado has a 6,200 GVWR and a +4K RGAWR

My 3/4 ton Suburban has a 8,600 GVWR and a 6K RGAWR

ROBERTSUNRUS wrote:

BenK wrote:
+4K RGAWR vs +6K RGAWR

Bigger frame

Higher class tires

and a big ETC...unless you are referencing the fake half ton for folks who
insist on only owning a half ton...

:) Hi, could you explain what you mean by a "Fake Half Ton"? And what is wrong with owning a half ton? I own a half ton / F-150 is there a problem with that?

:) Hi, I guess according to you, I have fake half ton. If that's the case then I take it fake means good. 2014 F-150 super crew cab, Ecoboost, 4X4 Off Road, Max tow, 7,650 Lbs GVWR, 1745 payload, 3750 front axle, 4050 rear axle, 11,200 lbs tow rating, and LT tires. But this is what I needed/wanted for towing my 6,300 lb GVWR Airstream.

Well your F150 is solid for your Airstream, but not quite a 'Fake" 1/2 ton. the F150 Max Tow/Max Payload with the 4,800# Rear axle rating is currently the only "Fake" 1.2 ton in production.
In the mid 2000's both GM and Ram made 1500 HD, which were de-rated 2500's both had full floating rear axles with 8 lugs (Ram for sure) with a 6,000# axle rating.

Bob,

You have what the Federal DOT calls a light duty class 2 truck, as do a lot of others on here.
Class one is up to 6000 gvwr, or what at one time was a common half ton
Class 2 is 6001-10000 lbs. Split up into the LD which is 6001-8400. These fall into the cafe stds etc or fake half ton as Ben calls them. Your rig falls into this catagory.
HD class 2, non cafe std rigs, 8401-1000 lbs, what I would also call the 8lug 3/4's. MANY 35's also fall into this category, as do 25 series trucks, and many 35 duallies of old days had 10K gvwr's so really a 3/4 ton or class 2 rig!
Class 3 is 10001-14000, might be 13500, not remembering this split off the top of my head.
class 4 is 14001-16500
class 5 16501-19500
class 6 19501-26000

It would be better for all of use to use these DOT terms, but doubt that will happen any time soon!

Marty

I think a lot of people forgot the weight of the actual vehicle and how much it matters in controlling a larger TT. My F-150 Max Tow had plenty of power with the 3.5L EB, but I could tell that the truck wasn't "substantial" enough for the 9,500 trailer. My F-250 with the 6.2L doesn't have the oompf the EB did, but the truck controls the trailer much more.