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
Lantley wrote:
At the end of the day it's not my ability that I'm concerned with.
It is the ability of those that I am sharing the road with.
On a clear sunny day everything maybe Hunky Dory.
But I never know when someone may decide they want my lane more than I do. The may try to take it without warning. Someone may also decide to ignore a red light. Stuff happens!
When the unthinkable happens. I want to be within all my ratings in an attempt to avoid any type of collision or loss of control
While every little bit counts,I am certainly not relying solely on the barely adequate electro magnetic RV brakes that are found on 99% of trailer-able RV's.
Allowing lots of stopping distance is a good idea when towing.
However buying into the fallacy that the trailer brakes stop the trailer is a bad idea.
Your money, your prerogative. I think numbers like tire weight ratings and total GCWR are more important than an arbitrary number like payload. I'm not going to lose sleep about the possibility of being 200 lbs over payload, but still 4000 lbs under tire rating and 2000 lbs under GCWR. Before the legal beavers jump in, I am registered to 8000 lbs in Maryland, so I am perfectly "legal" to be 800 lbs over Toyota's GVWR.
