Huge discrepancies

MargaretB wrote:

camp-n-family wrote:

But the math is compelling. If you subtract the curb weight from the GVWR, you should get the payload, no? Math doesn't lie. So why is the sticker so much less? Where does the mfr. come up with these figures?

You are correct in that you get payload by subtracting the curb weight from GVWR. The discrepancies are due to the configurations and options. Most ads and salesmen will use the best case scenarios which sound best. A base model, regular cab, 2x4 can have 3k payload. A crew cab, Lariat, 4x4 will add a lot to the vehicle's curb weight, which subtracts directly from the payload.

You need to go by the sticker, they are legally mandated and are accurate. Keep in mind that sticker number also gets reduced by dealer added options like bed liners, side steps etc. The 2k+ payloads are rare to find on a dealer lot. You'll likely need to special order the tow and HD payload package. If you're going to go there you might as well get a 3/4 ton of the lot for less $.

I'm definitely not a mathematician, but I'm wondering about some things here.

The mfr. sets the payload, based on what he puts on the truck as it rolls down the line. That's the sticker.

The dealer adds a little this and a little that - maybe a tow mirror and a bed-liner. They increase the curb weight, which reduces the difference between curb weight and GVWR, and supposedly reduces the mathematical computation of available payload.

But in each case, the differences between the sticker and the mathematical computation (GVWR minus curb weight) was huge - many hundreds of pounds, much more than the weight of the items the dealer/s may have added over time.

And if I understand this process correctly, if the sticker is the holy grail, then no one should ever add anything to the vehicle after it leaves the assembly line, because doing so will render the sticker incorrect.

Do I have that right?

You almost have it right.While dealer added items will reduce payload in general that reduction will be negligible.
What you really need to consider is that RV towing is like no other recreational towing activity.
A boat,jet ski,or even a utility trailer will not impact the towing parameters in the way an RV trailer does. WE have not mentioned frontal area which is a parameter seldom mention but has a dramatic impact.
In the end RV trailers are designed to be tongue heavy to ensure stability.
The heavy tongue suck up payload in a hurry like no other recreational trailer.
Unless one specifically seeks out and orders their 1/2 ton truck with specific increased payload packages if /when available. Most 1/2 ton trucks will be limited when towing an RV trailer.
Their really is not a huge discrepancy in the ratings, but there is discrepancy in understanding the ratings. There is also debate on the value of the ratings.
In the end either you believe the engineers and designers or you don't.

Your Sequoia is a nice truck but it is far from a great RV tow vehicle due to its lack of payload and soft suspension.
I prefer to be totally relaxed while towing. I also don't want to be concerned about having too much cargo. I don't want to fear that having full tanks can affect my towing performance. I don't want to fear that everything must be just right in order to have a relaxed trip.
We all have are comfort level. I don't believe the sky will fall in one exceeds a rating. However I don't believe in ignoring the ratings either.
A combo that is within ALL of its ratings will perform noticeably better than a combo that is not within its ratings.
Tow your trailer with your Sequoia, than tow it with a 3/4 ton vehicle with ample payload. The experience will be enlightening.
At some point you must decide what your priorities in a vehicle are and how dedicated you are to RV'ing. Only you can make that decision.
While research and discussion will help you make a determination, ultimately you hold your own cards.