Huge discrepancies
We have been looking at F-150s. Each time we find one that looks like a likely candidate, we call the dealership and ask about it, including the payload capacity. Four out of four people have given ...
Forum Discussion
BulldawgFan wrote:brulaz wrote:
You have such a low payload because of that honking big and HEAVY diesel in your truck. You should have got an F350 or a gas F250.
The F150 is a lighter truck with a much lighter but still powerful engine. So it can carry about the same. No surprise there. The GVWR ratings the engineers put on these trucks make sense to me.
You failed to grasp my point. Or maybe you helped make it. There is NO DIFFERENCE mechanically in that F350 (SRW) that I "should have got". With the exception of a slightly larger bump stop. And that has no bearing on mechanical capability. Again, it's a RATING, an "arbitrarily" assigned number to keep you below a GVWR simply for the purposes of vehicle registration cost. Why do you think that on a F350 SRW you can "upgrade" to a 12,500 GVRW. Nothing changes on the truck except the number they print on the door.
Do you truly believe that there is no difference between an F250 and an F350SRW other than "the exception of a slightly larger bump stop"?
Just looking at the 2015 brochure, how do you explain the increased
loadfloor height: a full 2". Clearly the F350 has heavier duty rear springs that give you the increased GVWR and payload.
I do agree that some ratings are arbitrary. For example, most F250's in Ontario are ordered with a downgrade from 10,000# GVWR to 9900# GVWR simply for tax and legal reasons. But that is a small and conservative change (meaning it actually lowers the GVWR).
Looking through the 2015 Canadian Superduty brochure, I see no way to upgrade an F350SRW to 12,500# GVWR. You can get to the 13,500-14,000# GVWR with a dually.
You are wrong. Pure and simple.
