Ultimate payload monster?
What do you think is the top payload rating among new one-ton trucks? All the advertising goes toward horsepower/torque and towing capacity, but what configuration is king of payload?
Forum Discussion
JRscooby wrote:
I understand what you are saying. I have owned and worked trucks most of my life. But I have only bought 2 half ton pickups and 1 F 350 new. (And the 350 was at a real deep discount because the paint was damaged when the dealership burned)
I bought 3 Macks for a job. 16&44s, GVWR 50. But all hauling was off-road, or on closed hiways. I licensed them 24,000, and if they had to be moved, drove myself, because the "drivers" I put in them did not have CDL. (They made good money for part time work) But no matter what plate I put on them, the GVWR did not change.
At the same time I was running 3 Fords, where I had bought single axle tractors, changed front axles, cut and spliced the frames to make long enough for bed, and 44,000 rears. I used cab and engine from the newer trucks, but can not change the 80,000 GCVWR on ID plate. But I was still legal, and the state weight watcher would not even pull out the scales when GCVWR was around 110,000
You can only re-rate the GVWR by the manufacturer at the time of a new vehicle purchase or by an "upfitter" who is finishing up the build on a cab and chassis truck. Outside of this, it is very hard to change the manufacturers GVWR especially if it is used.
Here is a good article explaining it further. As stated, down-rating a truck is harder than up-rating one in many cases because vehicles below certain GVWR's have to abide my certain emissions, CAFE, and other federal mandates like braking distance which higher GVWR trucks may not have to abide by. However, higher GVWR trucks have to abide by added regulations on the back end.
Re-rating GVWR: Why and How it's Done
