Factory Payload Selector vs Real capacity
Much is said about payloads and it's clear to me that many tow overloaded. Most, if not all, trucks of newer models, will show the maximum payload on the drivers door post for that truck. When decidin...
Forum Discussion
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The main prerequisite for suggested load capacity guidelines are tires. Similar models that come with optional tires have different listed load capacities. Considering what happened to Ford and Firestone, it is a pretty touchy subject with plenty of free-board built in by OEM.
I imagine the factory load capacity is often decided at the last minute when an OEM tire contract is finally settled. Then the door stickers are quickly printed.
Recently I saw a press release that said Ford planned different frames on the new "lightweight" 2015 F-150, depending on application, so some other minor "strength" specs can apply. As an example, all frames can withstand horrible overloads, yet all will break on ridiculous Baja jumps.
A good rule for practical load capacities, which may exceed conservative OEM guidelines, is to determine how much the axle has ever been rated for and "tire it up" for what you want to haul. The springs may sag but they can't do any worse than ride bottom bumpstop, which I wouldn't recommend (but some worktrucks chronically do). Pleasant handling will be affected long before that and it is a matter of what is acceptable to the driver, or owner that must replace more rapidly wearing parts.
There are no official vehicle "auto-cross" speeds or stopping distances mandated. New OEM vehicle handling therefore naturally varies all over the board. Older worn suspensions bring up the rear.
So don't worry too much about the sticker, but it is a good place to start.
Wes
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The main prerequisite for suggested load capacity guidelines are tires. Similar models that come with optional tires have different listed load capacities. Considering what happened to Ford and Firestone, it is a pretty touchy subject with plenty of free-board built in by OEM.
I imagine the factory load capacity is often decided at the last minute when an OEM tire contract is finally settled. Then the door stickers are quickly printed.
Recently I saw a press release that said Ford planned different frames on the new "lightweight" 2015 F-150, depending on application, so some other minor "strength" specs can apply. As an example, all frames can withstand horrible overloads, yet all will break on ridiculous Baja jumps.
A good rule for practical load capacities, which may exceed conservative OEM guidelines, is to determine how much the axle has ever been rated for and "tire it up" for what you want to haul. The springs may sag but they can't do any worse than ride bottom bumpstop, which I wouldn't recommend (but some worktrucks chronically do). Pleasant handling will be affected long before that and it is a matter of what is acceptable to the driver, or owner that must replace more rapidly wearing parts.
There are no official vehicle "auto-cross" speeds or stopping distances mandated. New OEM vehicle handling therefore naturally varies all over the board. Older worn suspensions bring up the rear.
So don't worry too much about the sticker, but it is a good place to start.
Wes
...
