Huge discrepancies

[MargaretB]

We have been looking at F-150s. Each time we find one that looks like a likely candidate, we call the dealership and ask about it, including the payload capacity. Four out of four people have given us numbers in the 1500#-1900# range, based on the manufacturer's website.

When we arrived to look at the trucks, every single one of them had a sticker in the door jamb that showed a payload capacity of less than 1250#. Every one.

So... I've read here, many times, that the door sticker is the number we should go by. But the mfr's websites are giving totally different numbers, and when we do the math we get a third number that bears no relationship to the other two.

So who should we believe? The sticker? The website? Our own math?

[cekkk]

ENOUGH! Do I have to send this thread to my aerospace engineer son-in-law for interpretation? :S :B

[brulaz]

JIMNLIN wrote:

They can't? They certinly come close to it.
The trucks with highest payloads are RegCab 4x2s
Compare their base rear axle curb weights to rGAWR.

This was sent to a Car&Driver reporter from Ford and posted as part of their 2015 F150 review. Only the 4x2 2015 data was sent AFAIK.

The only 3300 lb payload I see shows a reg cab 2wd that has a rear base weight of 1843 lbs. Add the two gets us a 5143 lb which is a overload on the 4800 RAWR which is my point in my reply to redracer.
...

:h Guess I don't understand the point.

Subtracting the min rear base weight (options will increase it) from the rear GAWR gives: 4800 - 1843 = 2957# available to load up on the rear axle. Very close to 3000#. Leaving: 3300 - 2957 = 343# for the front. Of course these are MAX possible numbers, any options and stuff will reduce them.

JIMNLIN wrote:

Looks like Ford dropped the 8200 GVWR package for a 7850 GVWR but kept the 4800 RAWR.

Exactly.

[cekkk]

mich800 wrote:
I don't necessarily agree with that sentiment often noted on this forum. "get the bigger truck in case you upgrade trailers" Wouldn't that be the same as recommending purchasing a million dollar home because someday you might win the lottery.

Uhh, no.

[JIMNLIN]

They can't? They certinly come close to it.
The trucks with highest payloads are RegCab 4x2s
Compare their base rear axle curb weights to rGAWR.

This was sent to a Car&Driver reporter from Ford and posted as part of their 2015 F150 review. Only the 4x2 2015 data was sent AFAIK.

The only 3300 lb payload I see shows a reg cab 2wd that has a rear base weight of 1843 lbs. Add the two gets us a 5143 lb which is a overload on the 4800 RAWR which is my point in my reply to redracer.
The problem is Ford/Dodge/GM payload numbers on the stickers come from a GVW minus the GVWR calculation. That math doesn't take RAWR into consideration.
I've never used payload sticker numbers as most trucks out here don't have one. I only became interested in the payload discrepancies the last couple of years when some folks mostly with gas powered trucks complained about exceeding their trucks RAWR but was still under GVWR.

Anyhow...Thanks for the new specs as the new F150 spec sheets hasn't shown up on Fords Fleet page website yet. Looks like Ford dropped the 8200 GVWR package for a 7850 GVWR but kept the 4800 RAWR.

[JIMNLIN]

wing-zealot wrote:
But seeing as we are talking about TT's, with 9500 lbs GVWR we are not talking about 3300 lbs of payload are we. No we are talking about F-150's, TT's, and 1200 lbs of payload. Go buy and F250 if you want, I don't need one.

Guess my point went over your head. No where did I say anyone should buy a F250 so lets stick with what I posted. My comments and point fall right in the OP's "huge discrepancies" thread.

And my point was about certain F150 payload stickers with more weight than the RAWR can carry (ie. discrepancies the OP is talking about).

[TomG2]

mich800 wrote:
I don't necessarily agree with that sentiment often noted on this forum. "get the bigger truck in case you upgrade trailers" Wouldn't that be the same as recommending purchasing a million dollar home because someday you might win the lottery.

What are the odds of winning the lottery? One in a million or so.

What are the odds that a person will trade trailers during the lifetime of their tow vehicle?

If you think the odds are "the same", you might want do a statistical comparison.

[hawkeye-08]

Often overlooked is what else do you plan on using the truck for?

If dedicated (or nearly dedicated) to towing, I would recommend the 250/2500 or 350/3500 for a TT over 7000lbs GVWR.

If you are using the truck as daily driver and need the additional fuel economy and better ride, then perhaps a 150/1500 would be a better choice (if the payload and towing specs were met).

I enjoy towing with my GMC 2500HD but only drive it once or twice a week other than towing.. If I had to commute in it daily, I might have looked at the 150/1500 trucks that can handle my trailer..

It is really personal preference, the forum is telling you that there are many variables and you need to decide what is important for you.

[spoon059]

cekkk wrote:
While this has been, emphasis on "has", has been an interesting thread, I'd offer this input. When looking to the truck's manufacturer for accurate and truthful numbers, they are not above marketing a light truck for its ability to pull the Space Shuttle. :S

Back to you techies.

Interesting company to attempt to slam. Toyota is the only company that agreed to institute the J2807 standard starting in 2011.

[mich800]

TomG2 wrote:
Why get a 3/4 ton when a 1/2 ton will do? Most of us like trying new trailers every once in a while and it is nice to have reserve capacity in the tow vehicle. This park is full of experienced RVers and the only F-150's here were towed here behind a Class A motorhome. The large travel trailers and fifth wheels were towed here with 3/4 and 1 ton tow vehicles.

I don't necessarily agree with that sentiment often noted on this forum. "get the bigger truck in case you upgrade trailers" Wouldn't that be the same as recommending purchasing a million dollar home because someday you might win the lottery.

[wing_zealot]

deleted

[wing_zealot]

myredracer wrote:
I get not buying a 3/4 or 1 ton for a pop-up or small TT, but what does one buy if shopping based on payload capacity for a larger TT you want to get? Why bother with a 3/4 ton with maybe 2700 lbs payload when on paper a new F150 would be much better for payload cap?

I don't know what you would buy. I would buy the tool that does the job and fits me. For a 9500 GVWR TT, I would buy a F150 with 2500 lbs of payload.

[brulaz]

mich800 wrote:
Just to refocus this post as I think I may have missed something trying to go back 23 pages.

The problem stated is if you take a fresh from the factory truck and weigh it, subtract that from the GVWR that is not what is on the payload sticker?

No that's not a problem. Original factory payload is what's on the yellow sticker for most of us. There's another thread on this in the tow vehicle section with people reporting their measured weights, and they seem to be right on.

Not sure what the problem is with myredracer's (?) yellow sticker, but it appears to be unique. For everybody else, the yellow sticker payload seems to be the payload available when the truck left the factory.

On the other hand, what is reported in the brochures is the MAX possible payload for a given configuration. It does not include any options (like the diesel engine in the F250!), and in the past Ford and others used a really stripped model. Apparently they don't do that any more. But still, you use that number at your own risk.

[TomG2]

Why get a 3/4 ton when a 1/2 ton will do? Most of us like trying new trailers every once in a while and it is nice to have reserve capacity in the tow vehicle. This park is full of experienced RVers and the only F-150's here were towed here behind a Class A motorhome. The large travel trailers and fifth wheels were towed here with 3/4 and 1 ton tow vehicles.

[myredracer]

wing_zealot wrote:
Your one size fits all doesn't work either. You don't need a 3/4 ton diesel dually to tow a popup. If a 1/2 ton is adequate, then you got one of the many proper tools that will work. I don't need to be force fed more than I want or need.

I get not buying a 3/4 or 1 ton for a pop-up or small TT, but what does one buy if shopping based on payload capacity for a larger TT you want to get? Why bother with a 3/4 ton with maybe 2700 lbs payload when on paper a new F150 would be much better for payload cap?