F250 upgrades

Cummins12V98 wrote:
"The payload sticker is for marketing purposes only and carries no legal weight. The GVWR is meant to give a guide for registration and carries no legal weight."

CORRECT!!!

As stated not likely going to get a ticket for it, just don’t get in a crash and end up in civil court!

StirCrazy wrote:

Cummins12V98 wrote:
AXLE rating is all that matters!!! GVWR is only there for licensing and insurance purposes plain and simple.
.

you can say that all you want, and it may be true where you live, but up here they will fine you and make you disconnect if you are over your GVWR. now the chances of getting pulled over are slim unless CVSE is doing a blitz and you just happened to get caught up in it. I only know one person personally who has been weighed roadside and I had to come town his 5th wheel home as they gave him an option of getting the ticket or getting someone else to come tow his trailer home (they can do both).

OK, disclaimer "If in Canada better cover your AZZ.....EH" :B

rhagfo wrote:

Cummins12V98 wrote:
"The payload sticker is for marketing purposes only and carries no legal weight. The GVWR is meant to give a guide for registration and carries no legal weight."

CORRECT!!!

As stated not likely going to get a ticket for it, just don’t get in a crash and end up in civil court!

I would love to see a case. Example I run WAYYYYY over my GVWR at 16k but at or below my SAE axle ratings. I am licensed for whatever my truck weighs.

Anyone can sue for anything but do they always win???

To the OP...have had both an F250 and F350. The article is simply wrong on so many fronts that I wouldn't pay attention to it. Your issue, it seems like, is the squatting. That can be fixed with bags, springs, any number of aftermarket options.

You may have some slightly lower payload #'s than a comparable gasser, but your truck, even if you're a follow the numbers guy, is likely to have the GVWR, GCWR, as needed to carry / tow your trailer. If your truck doesn't have the GVWR to carry / tow the trailer, then you need to decide if you want to follow those numbers or not. Lots of folks don't and don't have any real problem. Others slavishly follow the #'s without any thought. Me? Even though I'm a follow the numbers guy, I'd probably just level your rig and carry on.

As far as the legal effect of GVWR, interesting to see so many strongly held opinions on this forum. In the case of suing a commercial carrier for causing an accident, GVWR or exceeding it would be near the top of the list of causes of action. In a passenger / RV case (i.e. suing another passenger car / RV for damages), exceeding GVWR would certainly be on the list, but not the primary claim. In any case, exceeding GVWR would in most cases be exceptionally difficult to prove as either a fact (i.e. 10,001#'s vs. 10,000#'s) or as the proximate cause of the event...but as a cause of action to be alleged? Absolutely going to figure into a civil complaint.

As far as "cite a case"....95%+++ get settled and settled cases don't get reported and are usually subject to confidentiality agreements.

coming from the commercial side of LTL hauling with LDTs we never see lawsuits/overload tickets regarding exceeding a truck mfg gvwr or gvwr based payloads. Were not talking HDT class 8 trucks or dump trucks here.

I've always found it odd why its just the rv world where this supposedly can happen and that theory is pushed by some that have no clue (no working experience) what weights are used in a civil lawsuit or how it all works.
But being a opinion based forum/website the gvwr theory rages on....its made good laugh fodder on haulers websites that I frequent (past and present).

Fords F350 srw and GM 3500 srw has many different gvwr packages.
GM 3500 srw has entered the same practice with multi gvwr packages. Just choose the 10000 package for tax purposes if needed or choose the same truck with a higher 11k-12k gvwr.

GM now offers 15 different gvwr packages in their 2500 trucks ranging from 10k up to 11550 lbs. Some with just 50 lb increments. Choose a 2500 GM truck of your choice with a 10k or a 11550 gvwr.

Of course a 10k gvwr 350/3500 srw will have a low gvwr payload stickers...and the same 12400 gvwr truck will have a higher gvwr based payload sticker number.

Some keep pushing the same old tired civil lawsuit/over mfg gvwr non sense.

The OP can add a thicker blocks which will raise the trucks rear a bit. With the soft rear suspensions today air bags or adding a spring or other aftermarket rear suspension upgrades can work.

EVERY CVEO I've run into has stated, manufactures weight ratings are a warranty rating only. I get up to 20k lbs per axle, assuming I have enought tire width, ie 40" per axle. Or 34000 per tandem, or two axles close together ie less than X feet. 37000 if if between x and y fett. Over y feet I get the 20,000 per. 25k in a few cases.
ALL one needs is proper paid for licence. Being over an axle limit will net you a fine, a CVEO can make you move the load around so you are legal if doable. Assuming fined, a non moving violation like a parking ticket.
With this said. IF your an unsafe rig, the CVEO can get you off the road, and it will HURT you pocket book! Go against your driving record,bpsy more in insurance etc.
One person a number of years back got sued by dead persons family. Ended up getting attorneys fees, time off work etc paid by dead persons family. Yes person died getting t-boned at 150% of gcwr. BUT dead person pulled out in front of pickup trailer. Dead persons fault he did so.
Another truck driver on here wrote about having company CC when going into Louisiana. He could only weigh 80k lbs. Yet in the three states to west he came from, legal was 120k lbs. Gets to border, pays $350 fine, drives 25 miles farther, unloads rig, drives back, starts ALL over next week.
Weight laws are there to protect the road bed engineer design limit. NOT the manufacture design limit of the vehicle.
Civil cases things go out the door. Your insurance company may settle out of court, even if your not guilty. If the can settle for $100,000, vs $300,000 in attorney fees to prove your innocent. Guess what, their paying the $100k.

Here in Wa st, I pay tonnage in 2000 lb increments. We have to license at 150% of tare, to next highest ton. Montana is 7500 or 15000 for pickups. If you license your 3500 at 7500, get pulled over at 14000, you get a 6500 lb over weight ticket. I got pulled over at 27000 with a paid for gvw of 26000. Door sticker is 18200. Got a 10 day to up paid for gvw to 28000. For those of us that truly know weight laws. Manufactures ratings mean squat per federal bridge laws. "bridge" in that law, means spreading the load across the road, so the point load is not going to destroy the road bed, be it on solid ground, or a literal bridge, ferry deck etc that is paid for via city, county, state or federal funds.

Maryy

Well you guys can post all the correct information you want but in my experience on this forum, you will not convince a good number of people that they don’t need to be afraid of their own shadows when it comes to supposed “liability.” Just like you’ll never convince many of the same people that in general 3/4 tons are basically under-rated 1 tons with only lighter duty springs.
Canadian traffic law revenue generation aside…of course.
Good luck.

Often times, it is the same person that keeps spouting the civil suit nonsense, concerning GVWR/payload. I think he is just trying to justify buying a DRW truck that he didn't need.

There are many things that are much easier to bring a civil suit for, than an RVer being over a number, that is not a legal requirement. The biggest reason for a civil suit, is a vulnerable individual, with deep pockets, that is an inviting target to dead beats, trying to legally steal from honest folks.

The average American owes more than they are worth, so no target there.

Jerry

Grit dog wrote:

MFL wrote:
Didn't read the article, but agree with above, no reason to change out the block. Air bags would easily level the truck.

The LT WT fiver in signature, should not cause much squat to a 250. It would be considered 1/2 ton towable to many.

Your 250 rear axle, which will carry most all of the pin wt, should be good for 6,000-6200 lbs. The diesel up front will not change RAWR. The truck tires will have at least 6,400 wt rating.

Jerry

Those years are SOFT. Final spring rate is normal but they ride nice empty and are squishy in the first bit of travel.

And those axles are good for close to 10k not 6k.

Regardless, OP, this is less about the truck and more about being gullible. Learn to recognize click bait. And also learn just a smidge about your truck and things like leverage. Because your theory why your truck is “squatting” is also flawed.

You are correct, the axle is good for at least 10K. I should have said the RAWR is at least 6K+, due to the springs, and maybe tires. However, in those mid teen years, several spring options were available, so not all are soft. My 250 supports an extra 2K over the rear axle, with minimal squat.



These are my F250 springs, with only a B&W FW hitch for load.
Do these springs look soft and squishy to you? Let me tell you, they will carry any FW on the lot!!!:C

Jerry

^Well assuming you got the camper package or something on yours.
OP is complaining about too much squat. So regardless he’s looking to shore that up…I think.

The regular old F250 company trucks I had, a 2012 and then a 2015 had a compliant initial spring rate. They’d stiffen up pretty good with real weight on them, but that first couple inches of suspension travel was built for comfort.