Question about Payload Numbers

This sticker is required by the US federal government for 2006+ model year passenger vehicles. I believe it is a byproduct of the Ford/Firestone debacle. Anyway, it includes all fluids therefore a full tank of fuel. No occupants or driver are included.

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Many manufacturer tow ratings state the assumption of a single 150 pound driver, so maybe that causes confusion.

wintersun wrote:
Payload is a calculation made by the engineers based on the weakest component of the vehicle as it leaves the factory. The calculated figure subtracts 150 lbs. of payload for every passenger seat in the vehicle. Obviously if you only a driver in a crew cab pickup the payload is going to be 600 lbs. more than is indicated on the sticker.

Sorry, dead wrong!:E
The "total weight of occupants and cargo must not exceed" number on the tire loading information label does not care how many people are in the truck - it is the total weight, both people and "stuff" that can be added before the truck capacity is exceeded.
The number is calculated for each vehicle by subtracting the "as-built" or empty weight from the GVWR.

So engineers do not define Payload as such. They design, test and certify a vehicle to meet Federal Standards (including brakes) at GVWR. Payload falls out of the bottom of the equation depending on the truck build configuration. The lighter the truck, the bigger the difference to GVWR, hence a higher payload rating. (within the same GVWR)

To the OP, as Rhagfo suggested, unless your truck is bone stock, your payload rating may be LESS than the number on your label. If you have added anything (tonneau cover, running boards etc) you need to weigh your truck (empty) and subtract that number from your GVWR. That will be your true available payload capacity.

To Wintersun, the number you are thinking of is the old "Reserve Capacity" number, referred to by brholt, that used to appear on the Camper loading label.
This number DID reflect the remaining payload available AFTER there was a 150# bum in each seat.
IMHO the new number makes more sense, especially if there are only a couple of people in the truck.

4bearhug wrote:
thanks for all of the replies. Now I have the basics covered. Plan on weighing the TV and 5er next time out at a CAT scale so I can calculate my relevant numbers.

You got it this is the best plan, payload ratings and stickers are at best estimates!!
If you are worried about the 30# that you put on this last winter, then you have other issues.

True available payload is not a sticker number, it is a calculation of the TV GVWR from the VIN sticker MINUS the loaded ready to go on a trip scale weight of the TV. With newer TV you will need to watch closely the individual axle weights also!! This is because newer TV GVWR run in the range of 93% to 95% of total axle ratings, this means you can overload the rear axle and still be with in the GVWR.

My older 2001 Ram 2500 the Rear axle rating is 69% of my GVWR. Newer F150 with 8,200# GVWR the percentage is about 59%.

Payload is a calculation made by the engineers based on the weakest component of the vehicle as it leaves the factory. The calculated figure subtracts 150 lbs. of payload for every passenger seat in the vehicle. Obviously if you only a driver in a crew cab pickup the payload is going to be 600 lbs. more than is indicated on the sticker.

The tires are the main component that limits the payload rating for a truck as it leaves the factory. That is where adding two more regular tires to create a dually will nearly double the payload but for the springs or leaf packs which then become the limiting factor.

The one component that is difficult to change is the rear axle. With GM and Ram heavy duty trucks their rear axles and wheel bearings are rated at 10,900 lbs. total load which includes the weight of the truck and the wheels as well as the payload and passengers.

A more important number is the GCWR or the gross or total weight of the truck and its contents and the trailer and its contents that the engine and drivetrain and frame are engineered to handle. Getting your total load at a CAT scale for $10 as you start your trip will give you an accurate number to compare to the GCWR specified by the vehicle's manufacturer.

Even more confusing is, for trucks configured to carry a truck camper, the rating for the maximum weight of truck camper puts a 150 lb person at every seat position.

thanks for all of the replies. Now I have the basics covered. Plan on weighing the TV and 5er next time out at a CAT scale so I can calculate my relevant numbers.

kaydeejay wrote:

4bearhug wrote:
Is there any allowance for fuel and a driver before factoring payload? Another way of asking is the payload calculation strictly the difference between the loaded weight of the vehicle with fuel, driver, passengers, and supplies less the factory dry weight?

I seem to recall reading that you were allowed to add fuel and normal size driver(150-175lb)to dry wt and then the paypoad limit was over and above that number. Does that sound right?

Payload capacity does not take into account a 150# driver. It is basically the vehicle weight, full of fluids, subtracted from the GVWR.(Gross Vehicle Weight Rating)
Why it is confusing is that Maximum Tow Rating DOES allow for a 150# driver in the vehicle and is basically the GCWR (Gross Combination Weight Rating) minus the weight of the truck with (a small) driver.
Two totally different numbers but very close to the heart of anyone who is towing.

That is probably what I was thinking of. I didn't think that I just dreamed that 150# driver option. thanks for clarifying that.

4bearhug wrote:
Is there any allowance for fuel and a driver before factoring payload? Another way of asking is the payload calculation strictly the difference between the loaded weight of the vehicle with fuel, driver, passengers, and supplies less the factory dry weight?

I seem to recall reading that you were allowed to add fuel and normal size driver(150-175lb)to dry wt and then the paypoad limit was over and above that number. Does that sound right?

Payload capacity does not take into account a 150# driver. It is basically the vehicle weight, full of fluids, subtracted from the GVWR.(Gross Vehicle Weight Rating)
Why it is confusing is that Maximum Tow Rating DOES allow for a 150# driver in the vehicle and is basically the GCWR (Gross Combination Weight Rating) minus the weight of the truck with (a small) driver.
Two totally different numbers but very close to the heart of anyone who is towing.

From the 2014 F-150 Manual


Payload - is the combined weight
of cargo and passengers that the
vehicle is carrying. The maximum
payload for your vehicle can be
found on the Tire Label on the
B-Pillar or the edge of the driver
door (vehicles exported outside
the US and Canada may not have
a Tire Label). Look for “THE
COMBINED WEIGHT OF
OCCUPANTS AND CARGO
SHOULD NEVER EXCEED XXX
kg OR XXX lb.” for maximum
payload. The payload listed on the
Tire Label is the maximum
payload for the vehicle as built by
the assembly plant. If you install
any aftermarket or
authorized-dealer installed
equipment on the vehicle, you
must subtract the weight of the
equipment from the payload listed
on the Tire Label in order to
determine the new payload.

It mentions that tounge wt. is also included on the next page.

ependydad wrote:
All fluids are included.

No driver is included in the payload capacity (at least for my Ram 3500 per the Owners Manual).

X2- here quoting from this Dodge page

Dodge wrote:
Curb Weight:
The weight of a vehicle without any passengers or cargo, but including all necessary fuel, fluids and standard equipment.

Dunno if all manufacturers follow suit, though.