Good to go?

[postmandug]

Took my truck (2012 F250 Diesel) to a CAT scale today to get a true 'empty' weight.
Full fuel and DEF, no driver, no cargo

Gross Weight 7780 lbs
Steer Axle 4700 lbs
Drive Axle 3080 lbs

Door sticker on truck:
GVWR 10,000lbs
Front GAWR 5200 lbs
Rear GAWR 6100 lbs

So I can assume I have 2220 lbs available for me, the wife, all the coolers of beer, firewood, WD hitch and tongue weight from the trailer, correct?

Have not weighed the trailer fully loaded yet nor do I have the actual tongue weight. Dry weight from factory is 3876 or so.
Yes I know I have way too much truck for my trailer, but that's exactly what I wanted when looking at TW and TTs.

Just bought the truck in September and the TT in October. Due to weather and medical issues we have not had the trailer out yet, but dammit we're ready for it to warm up so we can!!!!

Thoughts?

[Me_Again]

rhagfo wrote:

kw/00 wrote:
I got 2220 when subtracting 7780 from 10000, but the yellow sticker on the door will tell u anyway what your payload is according to the manufacturer, so I'm curios if it's different from what you got. Yes you are correct about what the payload number means. The trailer is really light for the truck, even a mid sized truck could have pulled that, but you have the option of going larger one day if your inclined to do so. Anyway enjoy camping!!!

The "YELLOW" Payload sticker is only good for comparing payloads on the dealers lot! Once the TV is off the lot and in the owners hands that is no longer valid!!
Side steps, tool boxes, extra fuel tanks, family size, and STUFF all affect real payload available.

The OP almost did it correctly, should have had TV loaded with DW and any family or pets with then when scaled. In this case really doesn't matter too much as that is plenty of TV for that trailer.

Here is an example of that.

RAM spec's for truck in sig. Base weight(with Aisin tranny) 8174, ready to tow 8900. Chris

[Cummins12V98]

john&bet wrote:

Cummins12V98 wrote:
I tow by my axle ratings, NOT GVWR or carrying capacity.

What about GCVWR? Sounds like you don't care about that either.

Putting words in my mouth? Even towing my combined 35k I am well within that.

Please tell me how it's possible to load my rear axle to 9,750# an add ZERO weight to my 5,300# front axle and NOT be over my 14k GVWR???

[gmw_photos]

Cummins12V98 wrote:
I tow by my axle ratings, NOT GVWR or carrying capacity.

Yep, that was my implication in my above post.

GCWR is more related to powertrain cooling and durability than safety ( within reason ). Which is why when we look at a given truck, the GCWR will be higher if the truck is equipped with a lower rear axle ratio.
For example, my F350 dually has 4.10 gears. The same truck with 4.56 gears is rated 2500 pounds higher for GCWR.

Some might find it interesting that Chevy still sells a mid-size truck in Mexico that is still badged the S10. A typical looking mid size like my Frontier or a Tacoma.

The S10 in that market has a "payload" of 2700 pounds. That's as much or more than some 2500 series trucks in the USA market.

The aforementioned 3500HD Chevy is USA market could have a "payload number" that low. Does anybody here think that a S10 and a 3500HD really have the same actual load carry capacity ?

[john_bet]

Cummins12V98 wrote:
I tow by my axle ratings, NOT GVWR or carrying capacity.

What about GCVWR? Sounds like you don't care about that either.

[Cummins12V98]

I tow by my axle ratings, NOT GVWR or carrying capacity.

[gmw_photos]

postmandug wrote:
....snip....

Drive Axle 3080 lbs

...snip....

Rear GAWR 6100 lbs

So I can assume I have 2220 lbs available for me, the wife, all the coolers of beer, firewood, WD hitch and tongue weight from the trailer, correct?

Thoughts?

ok, you asked for thoughts. This is gonna light a fire under a certain group of folks here, but anyway, my thought is you can toss approx 3020 lbs in the bed of the truck.

Stay under the rear axle weight, and go have fun.

Wait until the first guy on the forum posts up his door sticker on a 2018 3500HD Chevy that has the "optional" 10K GVWR sticker.

Oh boy, the pay-lo po-po gonna go nutz.... they'll break out their spreadsheets and come up with all sort of reasons why "it ain't enough truck". Uh huh. Chuckle, chuckle.

[Atlee]

Yep. If I ever had a reason to upgrade from my F150 w/ HDPP,
I'd probably go straight to the 1 ton class w/ diesel engine.

rhagfo wrote:

Atlee wrote:
I'm surprised the truck mentioned here is that low, however, I'm not shocked. It seems like most do not consider the cost in cargo capacity the big diesel engine incurs. That diesel does eat into the CC of any truck.

That's why, if I were looking at strictly 3/4 ton trucks, I'd strongly consider a gasser. If I definitely wanted a diesel, I'd go straight to 1 ton models.

Groover wrote:
I too was shocked at the low rated cargo capacity. I had a '91 F250 that as I recall had a curb weight of 5600lbs and a gross weight of 8800lbs giving it a cargo capacity of 3200lbs. It was gas and 2wd though. I special ordered it to haul a slide in camper and wanted maximum carrying capacity. I ended up with a bigger camper than I had intended and hauled around 4000lbs on a routine basis. Other than being top heavy it did fine. 4000lbs did not quite engage the last stage of the special order factory booster springs. It was shocking how much that truck flexed when compared with the new ones. My 2016 F150 4wd has a much more rigid frame, weighs the same, 50% more hp and bigger brakes but a GVWR of only 7200lbs.

Well as new HD pickups get heaver it will soon spell the demise of the 250/2500 category, or an increase of the Max GVWR for that class.
That class has a MAX GVWR of 10,000# so the heaver/ more loaded the truck the lower the Payload of that truck. Bling up a 250/2500 diesel enough and it could have less than 1,000# payload.

[postmandug]

Yep, I agree. Mine is the Lariat edition which undoubtedly added to the gross weight which reduced the payload even more...

[rhagfo]

Atlee wrote:
I'm surprised the truck mentioned here is that low, however, I'm not shocked. It seems like most do not consider the cost in cargo capacity the big diesel engine incurs. That diesel does eat into the CC of any truck.

That's why, if I were looking at strictly 3/4 ton trucks, I'd strongly consider a gasser. If I definitely wanted a diesel, I'd go straight to 1 ton models.

Groover wrote:
I too was shocked at the low rated cargo capacity. I had a '91 F250 that as I recall had a curb weight of 5600lbs and a gross weight of 8800lbs giving it a cargo capacity of 3200lbs. It was gas and 2wd though. I special ordered it to haul a slide in camper and wanted maximum carrying capacity. I ended up with a bigger camper than I had intended and hauled around 4000lbs on a routine basis. Other than being top heavy it did fine. 4000lbs did not quite engage the last stage of the special order factory booster springs. It was shocking how much that truck flexed when compared with the new ones. My 2016 F150 4wd has a much more rigid frame, weighs the same, 50% more hp and bigger brakes but a GVWR of only 7200lbs.

Well as new HD pickups get heaver it will soon spell the demise of the 250/2500 category, or an increase of the Max GVWR for that class.
That class has a MAX GVWR of 10,000# so the heaver/ more loaded the truck the lower the Payload of that truck. Bling up a 250/2500 diesel enough and it could have less than 1,000# payload.

[ib516]

Really good video on the subject:

Keep your daydream

[Atlee]

I'm surprised the truck mentioned here is that low, however, I'm not shocked. It seems like most do not consider the cost in cargo capacity the big diesel engine incurs. That diesel does eat into the CC of any truck.

That's why, if I were looking at strictly 3/4 ton trucks, I'd strongly consider a gasser. If I definitely wanted a diesel, I'd go straight to 1 ton models.

Groover wrote:
I too was shocked at the low rated cargo capacity. I had a '91 F250 that as I recall had a curb weight of 5600lbs and a gross weight of 8800lbs giving it a cargo capacity of 3200lbs. It was gas and 2wd though. I special ordered it to haul a slide in camper and wanted maximum carrying capacity. I ended up with a bigger camper than I had intended and hauled around 4000lbs on a routine basis. Other than being top heavy it did fine. 4000lbs did not quite engage the last stage of the special order factory booster springs. It was shocking how much that truck flexed when compared with the new ones. My 2016 F150 4wd has a much more rigid frame, weighs the same, 50% more hp and bigger brakes but a GVWR of only 7200lbs.

[Groover]

I too was shocked at the low rated cargo capacity. I had a '91 F250 that as I recall had a curb weight of 5600lbs and a gross weight of 8800lbs giving it a cargo capacity of 3200lbs. It was gas and 2wd though. I special ordered it to haul a slide in camper and wanted maximum carrying capacity. I ended up with a bigger camper than I had intended and hauled around 4000lbs on a routine basis. Other than being top heavy it did fine. 4000lbs did not quite engage the last stage of the special order factory booster springs. It was shocking how much that truck flexed when compared with the new ones. My 2016 F150 4wd has a much more rigid frame, weighs the same, 50% more hp and bigger brakes but a GVWR of only 7200lbs.

[Atlee]

Dang. My F150 has 2286# of cargo capacity. Of course, I realize your heavier F250 will stay firmly planted longer than my lighter F150 will.

postmandug wrote:
Took my truck (2012 F250 Diesel) to a CAT scale today to get a true 'empty' weight.
Full fuel and DEF, no driver, no cargo

Gross Weight 7780 lbs
Steer Axle 4700 lbs
Drive Axle 3080 lbs

Door sticker on truck:
GVWR 10,000lbs
Front GAWR 5200 lbs
Rear GAWR 6100 lbs

So I can assume I have 2220 lbs available for me, the wife, all the coolers of beer, firewood, WD hitch and tongue weight from the trailer, correct?

Have not weighed the trailer fully loaded yet nor do I have the actual tongue weight. Dry weight from factory is 3876 or so.
Yes I know I have way too much truck for my trailer, but that's exactly what I wanted when looking at TW and TTs.

Just bought the truck in September and the TT in October. Due to weather and medical issues we have not had the trailer out yet, but dammit we're ready for it to warm up so we can!!!!

Thoughts?

[postmandug]

rhagfo wrote:

kw/00 wrote:
I got 2220 when subtracting 7780 from 10000, but the yellow sticker on the door will tell u anyway what your payload is according to the manufacturer, so I'm curios if it's different from what you got. Yes you are correct about what the payload number means. The trailer is really light for the truck, even a mid sized truck could have pulled that, but you have the option of going larger one day if your inclined to do so. Anyway enjoy camping!!!

The "YELLOW" Payload sticker is only good for comparing payloads on the dealers lot! Once the TV is off the lot and in the owners hands that is no longer valid!!
Side steps, tool boxes, extra fuel tanks, family size, and STUFF all affect real payload available.

The OP almost did it correctly, should have had TV loaded with DW and any family or pets with then when scaled. In this case really doesn't matter too much as that is plenty of TV for that trailer.

No I did not 'almost' do it correctly...
I did this on purpose to get a true empty weight. When it's fully loaded for the next trip, it will get weighed again along with the trailer attached and unattached so i have all my ducks in a row before heading out cross country