What is most weight you guys haul with a F250?

twodownzero wrote:

Grit dog wrote:
Never coulda guessed where this thread was headed....
To help clarify, you are all talking about 3 or 4 separate, yet sometimes related topics or limitations.
1. LEGAL, licensed gvw or gcvw registration and vehicle/bridge laws, which are monitored/enforced by the real weight cops like DOT and state patrol, etc.
2. The actual, as designed or modified real-world "safe" operating parameters.
3. Vehicle mfgs RATED capacities which may of may not be commensurate with the above 2 considerations and may or may not be reflective of a vehicle's designed capacity.
4. People's opinions of what they "think" the laws or liability is, or what they personally are comfortable with.

The level of ambiguity on this subject is high, based on the active and sometimes heated discussions on this subject, pretty much whenever and wherever it comes up.

The law in New Mexico is that if you're operating a vehicle in excess of the manufacturer's rated capacity, you are operating a vehicle without a driver's license. Nothing ambiguous about that at all. In addition, vehicles cannot be licensed for more than their GVWR here.

There is no such thing as "GCVW" registration anywhere as far as I know. My trailer is registered for its GVWR and my truck for its GVWR. While the weight of the combination comes into play sometimes (restrictions on weight of trailers and capacity) but generally for the plate registration itself, a vehicle combination is separate.

This place is littered with people who think they know the law because they were commercial drivers or are familiar with commercial vehicle enforcement which has very little overlap. Commercial vehicles are normally rated for the max legal capacity, so the manufacturer's capacities aren't going to matter. Not so on RVs and non commercial vehicles, where it's easy to overload them, sometimes way beyond anything for which they were designed.

Well, according to a poster on another forum, South Carolina registers on GCVWR, and both vehicles need to be within GVWR if scaled.

So from my point of view. I towed over the GVWR of our 2001 Ram 2500 CTD, it had gotten to 1,700# over GVWR (10,500# scaled on a GVWR of 8,800#) I was still within axle and tires, so semi OK.
Well that 1,700# kept eating at me due to hungry lawyers. The Ram din't need bags, as it had a Camper Package which gave it the same springs as a 3500 DRW, and because it was a manual it also had the same rear axle.

So we went from this.



To This!

Grit dog wrote:
Never coulda guessed where this thread was headed....
To help clarify, you are all talking about 3 or 4 separate, yet sometimes related topics or limitations.
1. LEGAL, licensed gvw or gcvw registration and vehicle/bridge laws, which are monitored/enforced by the real weight cops like DOT and state patrol, etc.
2. The actual, as designed or modified real-world "safe" operating parameters.
3. Vehicle mfgs RATED capacities which may of may not be commensurate with the above 2 considerations and may or may not be reflective of a vehicle's designed capacity.
4. People's opinions of what they "think" the laws or liability is, or what they personally are comfortable with.

The level of ambiguity on this subject is high, based on the active and sometimes heated discussions on this subject, pretty much whenever and wherever it comes up.

The law in New Mexico is that if you're operating a vehicle in excess of the manufacturer's rated capacity, you are operating a vehicle without a driver's license. Nothing ambiguous about that at all. In addition, vehicles cannot be licensed for more than their GVWR here.

There is no such thing as "GCVW" registration anywhere as far as I know. My trailer is registered for its GVWR and my truck for its GVWR. While the weight of the combination comes into play sometimes (restrictions on weight of trailers and capacity) but generally for the plate registration itself, a vehicle combination is separate.

This place is littered with people who think they know the law because they were commercial drivers or are familiar with commercial vehicle enforcement which has very little overlap. Commercial vehicles are normally rated for the max legal capacity, so the manufacturer's capacities aren't going to matter. Not so on RVs and non commercial vehicles, where it's easy to overload them, sometimes way beyond anything for which they were designed.

I recently ordered a 2019 Ford F250 Super Duty Limited 4x4 short bed SRW with upgraded heavy trailer tow package.

I am curious how much weight some of you have been able to comfortably tow with your Ford 250's with similar specifications?

Thanks for any help.

John

Ford has upgraded heavy service pack option and a camper package option for the F250 which basically gives the F250 the same suspension as a F350 SRW.
Of course we know the F250 with the 6.7 diesel option has the same frames/engines/tranny front and rear axles.

According to fleet Ford specs your 2019 F250 6.7 has a 6340 rawr as does the F350srw with 17" wheels and tires. Drop by your local CAT scales and weigh your loaded trucks axles separately in particular the trucks rear axle as its carries all the hitch weight plus everything in the bed. The trucks front axle carries little if any weight so its not a concern. Most 3/4 ton trucks have 3k+ lb in the bed payloads.
For the F350srw Ford gives the same exact truck nine different GVWR numbers all for the same exact truck. Point is just to show how silly the truck makers gvwr is and another example why its not used to determine a truck legal load limit.

If your concerned on your trucks legal weight limits contact your area state troop post and ask them that question. Not all LEOs are size and weight certified and may not know codes or how their enforced....but they can point you to a officer that is and can answer your questions. Give them a call or drop in.

Never coulda guessed where this thread was headed....
To help clarify, you are all talking about 3 or 4 separate, yet sometimes related topics or limitations.
1. LEGAL, licensed gvw or gcvw registration and vehicle/bridge laws, which are monitored/enforced by the real weight cops like DOT and state patrol, etc.
2. The actual, as designed or modified real-world "safe" operating parameters.
3. Vehicle mfgs RATED capacities which may of may not be commensurate with the above 2 considerations and may or may not be reflective of a vehicle's designed capacity.
4. People's opinions of what they "think" the laws or liability is, or what they personally are comfortable with.

The level of ambiguity on this subject is high, based on the active and sometimes heated discussions on this subject, pretty much whenever and wherever it comes up.

IdaD wrote:

ib516 wrote:
I'd like to see what a 2019 F250 Limited 6.7L diesel has for payload. I bet it's around 2k. The best source for that info is the "tire and loading information" sticker inside the driver's door. IN the real world, with any decent size 5er, he'll be over GVWR.

I found (via google) an image of the sticker from a 2019 F250 diesel Platinum. Payload was 1790#. His will be similar. Add in passengers, and a 5er hitch, and some misc cargo and you're going to be left with about 1100 - 1200# for pin weight before you max out GVWR. That's just life with a 3/4 ton diesel with a 10k GVWR (which is the max for the class of truck). That's in the "half ton towable" 5er class. Cougar makes a "half ton" series of 5th wheels. Their pin weights are 1300 - 1500#.

This post is dangerous nonsense. Of course weight ratings matter. The whole truck is built around its capacity.
Payload means jack on a 3/4 ton diesel, that topic has been so beat to death anybody who's been around more than a week should know that. Suggesting a new 3/4 ton diesel can only safely handle a super lightweight FW with those kind of pin weights is laughable.

That said OP might be advised to be thinking about a dually if he's wanting to tow a 40'+ fifth wheel. That's a lot of trailer.

jlhartline wrote:
So full specs is the truck is 2019 Limited F250 Crew Cab SRW 3.55 short bed diesel with the heavy towing option. I bought it to use as a daily driver so I opted not to go to a DRW in the 350 or 450 class.

From what everyone is saying, it sounds like that Montana High Country 381TH will be out of reach due to weight. That's a shame since it would be perfect for my Yamaha Royal Star Venture and I love how they laid it out without reducing the living space.

You're in for a huge surprise when you weigh a 4 door truck and even an empty 5th wheel. With allowance for 25% pin weight and maybe two passengers, you should look at 5th wheels with GVWRs no more than 10k pounds. A SRW 1 ton will get you another couple thousand pounds.

You don't need "heavy towing" add much as you need "more gvwr." My truck is rated for over 20k GCWR, butt there is simply no trailer on earth that can get me to the GCWR without busting the payload rating (~2700 pounds) or putting a real hurting on my two rear tires. People don't buy DRW trucks because they like replacing six tires instead of four or because they hate drive throughs and normal parking spots. They buy them because they are rated and able to support the weight rewired for heavy trailering.

If you don't want a DRW, buy a ball hitch trailer instead. I'd won't pull as nice, but you can get a much bigger trailer without busting your GVWR.

Me Again wrote:

S Davis wrote:
In WA that is registered weight not actual, so if your truck is registered for 12,000gvw you can only legally tow a trailer with a max registered gvw of 14,000.

Please explain that in more detail. For two years I towed a 16K 5th wheel with a 3500 RAM registered to 12K. The 12K trucks GVW license has nothing to do with a RV trailer that carries it's own registration. Now if that was a commercial combination the Truck would have to be license to or about the combined weight.

Exactly, towing an RV for private use no one is concerned with your weights. But if you delivered RVs for a living with your truck you would need to license it for the combined weight and you would need a class A CDL if you were over 26K GCWR.

Last I'm looked, there is not an issue being over 26k per "say!" The last 3-4 times I have renewed my trucks, I have been asked if I pull a trailer over 10k lbs. I'm going to SWAG as I am thumb typing on phone, that there is a tax/fee one has to pay. Just like iirc, 14k gvw for the truck, there is an FCC tax added to registration.

Marty

Me Again wrote:

S Davis wrote:
In WA that is registered weight not actual, so if your truck is registered for 12,000gvw you can only legally tow a trailer with a max registered gvw of 14,000.

Please explain that in more detail. For two years I towed a 16K 5th wheel with a 3500 RAM registered to 12K. The 12K trucks GVW license has nothing to do with a RV trailer that carries it's own registration. Now if that was a commercial combination the Truck would have to be license to or about the combined weight.

Don’t know about Washington, but there is no special endorsement for a Non commercial RV combination over 26,000# in Oregon.

S Davis wrote:
In WA that is registered weight not actual, so if your truck is registered for 12,000gvw you can only legally tow a trailer with a max registered gvw of 14,000.

Please explain that in more detail. For two years I towed a 16K 5th wheel with a 3500 RAM registered to 12K. The 12K trucks GVW license has nothing to do with a RV trailer that carries it's own registration. Now if that was a commercial combination the Truck would have to be license to or about the combined weight.