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
Huntindog wrote:
The metal and bearing technology they use today is not the same they used twenty years ago
I doubt that it has improved enough to make an appreciable difference.... Now the lubes that go into the axles have improved markedly.
Regardless, these types of improvements are not limited to the 1/2 ton stuff.... The heavier duty stuff benefits as well.
They have actually. Especially in regard to ball bearing versus roller bearing and the lubricants used in the bearing assembly. Enough to increase what a 150/1500 can carry by a considerable amount (way more than just half a ton) over the years and increase its longevity too.
I know the heavier duty truck benefit as well but they dont use semi float axle which was what I was referring to so that is a moot point.- So does this 3000+ pound pallet of wall blocks(between the rear axle and tail gate) make my 3500 SRW a 1.5T truck? BTW stock leaf spring rear suspension, no air bags!
The metal and bearing technology they use today is not the same they used twenty years ago
I doubt that it has improved enough to make an appreciable difference.... Now the lubes that go into the axles have improved markedly.
Regardless, these types of improvements are not limited to the 1/2 ton stuff.... The heavier duty stuff benefits as well.- Several pages arguing which marketing badge...which class, but the constant rating that most ignore and or forget...GVWR RGAWR does not change
Nissan and Toyota gets it and does not play the marketing game most all are caught in...that sells many more AFTER folks realize they need more truck...
{Edit}..."ride quality" and MPG are not that high on my lists...ride quality is very low on my nice to have....MPG is on my have to have. Ratings & truck performance way ahead
Another of mine...never like just good enough...more is always sought after in my "have to have"....BenK wrote:
Forget marketing badges, they change willynilly to suite marketing chasing whatever is selling
Best to use real numbers, and that is arguable
GVWR, GAWR are what I look for
"Half ton" rear GAWR tops out around 5,000 lbs (7 lug wheels and what I refer to as fake half ton). Most in the 4,000 range
There are other attributes (8 lug wheels, bigger frame, etc) but the RGAWR is my main determination Terryallan wrote:
Lynnmor 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 2500
And weighs 1,000 pounds less, wow!- I just look at the specs and buy what I need. It doesn't matter what anybody calls it as long as it's what is needed for the job.
- So the consensus here is that even though the terms 1/2 ton, 3/4 ton, and 1 ton used to mean what the truck can haul, it is not based on it's model/name designation since trucks have outgrown these ratings decades ago. So anything with a 1 in its name/model is a 1/2 ton, anything with a 2 in t's name/model is a 3/4 ton, and anything with a 3 in its name/model is a 1 ton regardless of actual capabilities and ratings.
In that case. What about a Toyota Tundra? It has no number in it's name and neither does the Titan. Then there is the Titan XD which is in the same class 2B as most other 250/2500 trucks. Then there is the new GM 2500 trucks which have more capabilities than previous years 1 ton trucks. Lastly there is the F450 pickup which is in the same class 3 as the other 350/3500 trucks. Is that considered a 1 ton too or a 1 1/4 ton. Is there someone making up the rules on what truck is considered what that we must all have to follow or does it change from person/age group from another based on opinions.
Another thing to consider is the age of the truck. If someone says they are towing 12k with a SRW 1 ton, then most here would probably not question it yet they would if they said it was a 3/4 ton. What if the 1 ton was a 1995 gaser and the 3/4 was a 2017 diesel. In that case, if you are going by the ratings of the truck, is the old SRW 1 tons still a 1 ton even though they have less capabilities than a modern 3/4 ton or even some 1/2 tons? Huntindog wrote:
A 3/4 ton truck used to have 8 lug wheels and a full floating rearend. These are signifignant things.
But the manufacturers have been marketing 1/2 tons which do NOT have those important items as having 3/4 ton capabilities.... Sadly it has gone on so long now that many do not remember, or never knew the difference.
All of the F250/2500 3/4 ton pickups I have seen have 8 lug wheels just like my two PSD Excursions that I had before I got my 1 ton 3500 Express van.
Huntindog wrote:
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.
I have seen the same symptom on class 8 trucks. Now, a semi floating is more likely to break the axle at the end, let axle walk out. Flex in a full floating axle housing is more likely to break in center, and stop driving the truck. But overloaded bearings can shear the lock, back the bearing retainer off, let wheels hub axle and all walk out.
And over the years I have overloaded light trucks, had lug studs break, but never on a semi-floating axle...- Double Post. Delete.
