Load Capacity

elkhornsun wrote:
With GM trucks the only other difference is that the rear rotors on the 1-ton DRW trucks are 1/4" larger so a total 4-rotor difference of less than half of one percent.

How big are the rotors? I didn't do the math, but I'm fairly certain a rotor 1/4" larger would yield a surface area that is much greater than half of 1 percent on whatever size rotor a 1 ton pickup is using. The surface area would mater most as that's what would allow you to add a larger pad, larger cylinder, and increase cooling, etc, etc.

Unless I misunderstand what you're saying...

later
C

With most trucks the 1-ton is the same as the 3/4 ton but for the extra leaf pack and different tires, including the option for dual rear tires. With GM trucks the only other difference is that the rear rotors on the 1-ton DRW trucks are 1/4" larger so a total 4-rotor difference of less than half of one percent.

The payload rating is calculated at the factory based on the weakest link in how the truck is configured. The more passengers the cab can hold the lower the payload rating by 150 lbs. per seat. The other two factors are the rear leaf springs and the rear tires. Both the springs and tires (and rims if necessary) can be augmented or changed to increase the load the truck can safely handle.

Bedlam wrote:

brholt wrote:
Not according to Ford at least in 2013. If you go to page 83 of their specifications found here:

2013 Ford Superduty Specs

You see the 2013 F350 DRW uses the Dana 80 as well. Maybe they used the Sterling in previous years and changed it when they went to the 14,000 GVWR.

The OP's truck is a 2008 model. They did not use the Dama 80 on the rear for that model year: https://www.fleet.ford.com/truckbbas/non-html/2008/vs_pdf/f250-450_08bb.pdf Ford must have started with the introduction of 6.7 PSD. I will correct myself that the F450 and F550 used the Dana S110 during this time frame.

I guess trucks have changed a lot in a few years. It looks like not to long ago a DRW was a F250 with a different spring pack and an star set of tires. Not anymore.

brholt wrote:
Not according to Ford at least in 2013. If you go to page 83 of their specifications found here:

2013 Ford Superduty Specs

You see the 2013 F350 DRW uses the Dana 80 as well. Maybe they used the Sterling in previous years and changed it when they went to the 14,000 GVWR.

The OP's truck is a 2008 model. They did not use the Dama 80 on the rear for that model year: https://www.fleet.ford.com/truckbbas/non-html/2008/vs_pdf/f250-450_08bb.pdf Ford must have started with the introduction of 6.7 PSD. I will correct myself that the F450 and F550 used the Dana S110 during this time frame.

Bedlam wrote:
The 10.5 Sterling rear axle rated at 9750 lbs is used on the F250, SRW F350 and DRW F350. The Dana 80 is used on the F450 and F550 cab chassis models. The use limits vary on the Sterling due to the suspension pack and wheel choice for each particular model even though it is the same axle.

Not according to Ford at least in 2013. If you go to page 83 of their specifications found here:

2013 Ford Superduty Specs

You see the 2013 F350 DRW uses the Dana 80 as well. Maybe they used the Sterling in previous years and changed it when they went to the 14,000 GVWR.

The 10.5 Sterling rear axle rated at 9750 lbs is used on the F250, SRW F350 and DRW F350. The Dana 80 is used on the F450 and F550 cab chassis models. The use limits vary on the Sterling due to the suspension pack and wheel choice for each particular model even though it is the same axle.

wintersun wrote:

motorsports wrote:
FYI> Truck ratings are not all about axles and springs, they're about brake capacities too.

That is not true with regard to payload ratings. A DRW 1-ton tops out at 6,000 lbs. of load in the bed but the trucks brakes are designed to handle the GCWR of the truck which is considerably greater. This is covered in the SAE J2807 test practice for vehicles. This is also reflected in the increases in braking capacity that have paralleled the increases in towing capacity over the past 20 years during which time the payload capacity of trucks has increased very little if at all.

Take a look at the specs for a heavy duty pickup truck with too low a load rating to handle a camper (as noted in the glovebox) and one rated for 2500 lbs., another rated for 4,000 lbs. and another rated at 6,000 lbs. and see what is different. All that is different is the space available for passengers in the cab, the leaf springs provided, and the tires provided, with 4 tires at the rear axle handling more of a load than 2 tires. The brakes on all 4 trucks will be the same.

Doesn't seem accurate. Looking at Ford's 2013 F350 specifications and comparing the SRW with the DRW I note the rear springs are different but so are the rear axles (Ford Sterling, max 7,280 lbs compared to Dana 80, max 9,650 lbs) and the rear brakes are different (bigger rotor and caliper in the DRW).

motorsports wrote:
FYI> Truck ratings are not all about axles and springs, they're about brake capacities too.

That is not true with regard to payload ratings. A DRW 1-ton tops out at 6,000 lbs. of load in the bed but the trucks brakes are designed to handle the GCWR of the truck which is considerably greater. This is covered in the SAE J2807 test practice for vehicles. This is also reflected in the increases in braking capacity that have paralleled the increases in towing capacity over the past 20 years during which time the payload capacity of trucks has increased very little if at all.

Take a look at the specs for a heavy duty pickup truck with too low a load rating to handle a camper (as noted in the glovebox) and one rated for 2500 lbs., another rated for 4,000 lbs. and another rated at 6,000 lbs. and see what is different. All that is different is the space available for passengers in the cab, the leaf springs provided, and the tires provided, with 4 tires at the rear axle handling more of a load than 2 tires. The brakes on all 4 trucks will be the same.

Thanks for all the information I purchased a used 06 AF1150 with a weight around 4000# So I am now an over weight junky!!!! I will test drive the rig and see how it goes. After that I will determine what type of add on I will need to get the job done.

Mike Hohnstein wrote:
Looking @ Ford specs on trucks up to 550, didn't see anything that was kosher w/6000# payload.

My goodness a F450 CC has those big 12000 RAWR with up to 9800 lb payload.

The F550 chassis cab has even bigger RAWR up to 14706 lbs and payloads up to 11000 lbs.

The F350 DRW chassis cab shows up to 7800 lb payload with 9750 RAWR.
Granted some type of bed may have to be added but there not that heavy.

https://www.fleet.ford.com/truckbbas/non-html/2013/2013FSeriesSD_ChassisCabs_SB_Updates.pdf