what defines a 3/4 ton?
If it's payload capacity, then why isn't a properly equipped F150 considered a 3/4 ton truck?
Forum Discussion
103 Replies
- Double Post. Delete.
valhalla360 wrote:
ShinerBock wrote:
Manufacturers use the terms externally with customers because most are ignorant to the vehicle class system and would not know what the term class 2B means, and even if you told them what it means they will likely still use the term 3/4 ton because most are resistant to change. They would rather keep doing what they always do even though it is incorrect instead of changing to what is correct.
If you are talking about the engineers doing the design work...they talk about actual payloads and parts specs.
The whole 15XX/25XX/35XX is for the customer to differentiate. As a few people have pointed out, even using the series, trucks have moved into different govt. weight classifications over the years depending on how you spec the truck when you order it...so by your logic, those are also outdated.
Yes, the truck class system is outdated as well. I have said that multiple times in this forum through various threads. However, once a government regulation is in place regardless if it is valid or is actually doing any good, it is hard to reverse it or change it especially if that regulation involves multiple state regulation. This is my biggest contention with EPA emissions and CAFE numbers. They were made up by a bureaucrat with no real data behind them and yet many will blindly follow them as canon. The truck classes should be updated along with DOT commercial vehicle regulations.
The reason why these terms and even the class system become outdated is because technology and even metallurgy improve over time as processes become less expensive. People tend to forget this and apply what was valid twenty years ago to today just like this discussion of full or semi float axles. The metal and bearing technology they use today is not the same they used twenty years ago so it may be that semi-float axles can easily handle 1,500 lbs, but some may not agree because they are basing their opinions on technology from twenty years ago. That is like comparing making opinion on today's engines using engine tech from the 90's.
Although I do find it ironic that some of the same people saying that a 150/1500 can not handle 1,500 or even 2,000 lbs due to its semi-float axles, even though those are the manufacturers ratings, are the very same people that say that you should abide by the manufacturers ratings on the 250/2500 trucks. So in their view we should not trust manufacturers numbers and in another case we should. :hLynnmor wrote:
philh wrote:
If it's payload capacity, then why isn't a properly equipped F150 considered a 3/4 ton truck?
Because it is still a lightweight grocery getter? :W
but it is more heavy duty than a 2004 2500philh wrote:
It does not. The truck is fully capable of performing within the limits it was designed for; and even has a factor of safety built in.
If a vehicle is rated at 1500lbs cargo cap, does it really matter if it has 6 or 7 or 8 lug bolts?ShinerBock wrote:
Manufacturers use the terms externally with customers because most are ignorant to the vehicle class system and would not know what the term class 2B means, and even if you told them what it means they will likely still use the term 3/4 ton because most are resistant to change. They would rather keep doing what they always do even though it is incorrect instead of changing to what is correct.
If you are talking about the engineers doing the design work...they talk about actual payloads and parts specs.
The whole 15XX/25XX/35XX is for the customer to differentiate. As a few people have pointed out, even using the series, trucks have moved into different govt. weight classifications over the years depending on how you spec the truck when you order it...so by your logic, those are also outdated.philh wrote:
Yes. To put it simply: There are certain things in which size matters. This is one of them.
If a vehicle is rated at 1500lbs cargo cap, does it really matter if it has 6 or 7 or 8 lug bolts?
It is not uncommon when I go to the dump to pass a heavily load 1/2 ton, which had it's axle C clip let go. This is easy to diagnose as I pass by...... As the tire is extended from the wheelwell about 2 feet.... with the axle shaft clearly visable. That cannot happen with a full floating rearend.
C clip axles (semi floating) are the same design as what is used in cars.Grit dog wrote:
philh wrote:
If a vehicle is rated at 1500lbs cargo cap, does it really matter if it has 6 or 7 or 8 lug bolts?
It shore does..
6 lug = half ton snap ring axle shafts.
7 lug = nothing unless you have a whatever 1998-03 Ford super F150
8 lug = 9-10klb rear axle regardless of who's name is on the grille except for apparently some old Ford.
To answer Phil's question a little clearer I'd say it depends what matters to you. If you are going to follow the cargo carrying recommendation of your truck it really doesn't matter how many lugs your wheels have if the carrying capacity is rated the same on one truck vs the other. The heavier axle of the 8 lug isn't really buying you anything. If, however, you are comfortable with loading your truck to the axle rating, the 8 lug will have a higher rating than the 6 lug. Or if you're going to not worry about ratings period and load your truck till the axle hits the rubber stop on the frame, then the 8 lug will be tougher and handle more abuse.philh wrote:
If a vehicle is rated at 1500lbs cargo cap, does it really matter if it has 6 or 7 or 8 lug bolts?
It shore does..
6 lug = half ton snap ring axle shafts.
7 lug = nothing unless you have a whatever 1998-03 Ford super F150
8 lug = 9-10klb rear axle regardless of who's name is on the grille except for apparently some old Ford.- Put any tag you want on the truck, here is what the government looks at US truck class:
Light-Duty Trucks
The light-duty trucks category includes commercial truck classes 1, 2, and 3.
Class 1: This class of truck has a GVWR of 0–6,000 pounds
Class 2: This class of truck has a GVWR of 6,001–10,000 pounds
Class 3: This class of truck has a GVWR of 10,001–14,000 pounds
Medium-Duty Trucks
The medium-duty trucks category includes commercial truck classes 4, 5, and 6.
Class 4: This class of truck has a GVWR of 14,001–16,000 pounds
Class 5: This class of truck has a GVWR of 16,001–19,500 pounds
Class 6: This class of truck has a GVWR of 19,501–26,000 pounds
Heavy-Duty Trucks
The heavy-duty trucks category includes commercial truck classes 7 and 8. Drivers of vehicles in these classes are required to have a commercial driving license (CDL) to operate the vehicle.
Class 7: This class of truck has a GVWR of 26,001 to 33,000
Class B required
Class 8: This class of truck has a GVWR of greater than 33,001 and includes all tractor-trailers Class A required - If a vehicle is rated at 1500lbs cargo cap, does it really matter if it has 6 or 7 or 8 lug bolts?
