brulaz wrote:
So you ask how is this relevant to the current discussion about Global pickup trucks, in particular their reputed high payloads (which you claim are bogus)?
I did not claim anything was bogus. I said I would not put 3,000 lbs in the back of these trucks, but that is my own preferences. I also said that there seems to be a lot of people replacing their leaf springs in Australia with how many times it is mentioned in their forums and how big their market is for OE or aftermarket suspension parts.
brulaz wrote:
The only way they could make these mods and add all that weight was because the base truck had so much payload to begin with. And as the original article states, these trucks (LTV or not) were purchased by the French Army for their high payload. So the article is clearly relevant to the ongoing discussion.
And I don't think it is so I guess we are even then.
brulaz wrote:
IMHO the LTV version of the Global Ranger just confirms what Robert and others have been saying all along. These Global pickups are tough, with high payloads (2500-3000#), but with lower HP (and somewhat low tow capacities as a result) and small size. They are what they are; not for everybody but obviously useful to many.
Robert has been saying that the 150/1500 frames, suspensions, and axles are weaker than the global pickups all because the global pickups are rated to handle more weight. What he is forgetting is that US 150/1500s are bigger and weigh more. If you add the extra weight of a US 150/1500 to a global midsize truck and see how much payload you got left, then it would not be such a high number. I also do not get where you guys keep coming up with these things have a 3,000 lbs payload capacity. The regular pickup versions of the global midsize trucks are far from having a 3,000 lbs payload.
Ford Ranger 4x4 XLT Double Pick-Up AT 3.2 DieselGVWR:
7,054 lbsCurb:
4,759 lbsFront GAWR:
3,263 lbsRear GAWR:
4,078 lbsPayload:
2,295 lbsTowing:
7,716 lbsHolden Colorado 4x4 LTZ Double Pick-up AT 2.8L DieselGVWR:
6,944 lbsCurb:
4,684 lbsFront GAWR:
3,196 lbsRear GAWR:
3,367 lbsPayload:
2,268 lbsTowing:
7,716 lbsToyota Hilux 4x4 SR5 Double Pick-up AT 3.0L DieselGVWR:
6,128 lbsCurb:
4,321 lbsFront GAWR: N/A
Rear GAWR: N/A
Payload:
1,807 lbsTowing:
5,511 lbsMitsubishi Triton 4x4 GLS Double Pick-up AT 2.4L DieselGVWR:
6,393 lbsCurb:
4,299 lbsFront GAWR:
2,777 lbsRear GAWR:
4,056 lbsPayload:
2,099 lbsTowing:
6,834 lbsNow compare that to my 2011 F150 with a max tow
Ford F150 4x4 Lariat Supercrew 6.5' bed AT 3.5L Ecoboost
GVWR:
7,700 lbs Curb:
5,797 lbs Front GAWR:
4,050 lbsRear GAWR:
4,050 lbs Payload:
1,840 lbs Towing:
11,100 lbsOr even my Ram 2500
Ram 2500 4x4 Laramie CrewCab 6.5' bed AT 6.7L Diesel
GVWR:
10,000 lbs <---maxed out by class regulations
Curb:
7,818 lbs Front GAWR:
6,000 lbsRear GAWR:
6,500 lbs Payload:
2,180 lbs <---- maxed out due to GVWR regulations
Towing:
17,010 lbs As you can see, the F150 is 1,000 lbs heavier than the heaviest of these Global trucks due to its bigger size which is what the US market wants. Add another 1,000 lbs to each of these trucks frames and suspension that Roberts keeps saying is better to compensate for the heavier F150 and see where their payloads would be at. The Ranger would be at 1,295 lbs, the Colorado would be at 1,268 lbs, the Hilux would be at 807 lbs, and the triton would be at 840 lbs of payload. That doesn't stack up now does it. Add the extra 2,000 lbs of my 2500 to those global trucks and some of them would be in the negative. So to Robert's continuous rant on how these Global Trucks have stronger frames, suspensions, and axles than the US trucks..... I say BS. Our trucks weigh more because they are bigger and more powerful which is how we like them......and there is nothing wrong with that.
