what defines a 3/4 ton?

[philh]

If it's payload capacity, then why isn't a properly equipped F150 considered a 3/4 ton truck?

[Grit_dog]

Is this really a serious discussion or have the last 77 posts been tongue in cheek?

[JIMNLIN]

philh wrote:
If it's payload capacity, then why isn't a properly equipped F150 considered a 3/4 ton truck?

The OP question was 2 part.
His opening line was "what defines a 3/4 ton truck ?

Then compares it to a a payload capacity from a properly equipped F150.

Payload capacity in todays high 8200-7850 gvwr F150's can and have caused overloaded rear axles especially 3100-3300 lb pay loads are placed in the bed like a truck camper or pin or bumper hitch loads. One truck camper owner found this out the hard way when he bought into his F150HDPP 2982 lb payload sticker.
The F150HDPP has a 4800 rawr which is small and limits it to approx 2400-2500 lb payload in the bed.

Enter a 3/4 ton with its much heavier duty full floater rear axle that has carried 6000-6500 + lb RAWR... 6084 lb back when the C6P chassis was the HD line in the '80 era.
The 3/4 ton truck rear axle is good for up to 3200-3400 lb in the bed payload so ....

Fords F150HDPP doesn't match up with any 3/4 ton trucks real world payload numbers.

[ShinerBock]

Me Again wrote:

ShinerBock wrote:

while a SRW 3500 has a FGAWR of 6,000 lbs RGAWR of 7,000 lbs and a GVWR 11,700 lbs.

\

11,700 if short bed, long bed has a 12,300 GVWR. For years no dually came close to that number.

You are correct.

[Me_Again]

ShinerBock wrote:

while a SRW 3500 has a FGAWR of 6,000 lbs RGAWR of 7,000 lbs and a GVWR 11,700 lbs.

\

11,700 if short bed, long bed has a 12,300 GVWR. For years no dually came close to that number.

[ShinerBock]

JRscooby wrote:

ShinerBock wrote:
RGAWR

What in sam hill is RGAWR?

Rear Gross Axle Weight Rating.

It is the weight rating of the front or rear axle system which includes axles, suspension, brakes, and tires.

[JRscooby]

ShinerBock wrote:
RGAWR

What in sam hill is RGAWR?

[ShinerBock]

RGAWR and GVWR has changed over the years especially since the time that 1/2, 3/4, or 1 ton was an actual payload rating.

For example, a 2005 Ram 2500 diesel had a FGAWR of 5,200 lbs, a RGAWR of 6,000 lbs, and a GVWR of 9,000 lbs. The SRW 3500 of the same year had a FGAWR of 5,200 lbs, RGAWR of 6,200 lbs, and a GVWR of 9,900 lbs.

In 2018, a 2500 diesel has a FGAWR of 6,000 lbs RGAWR of 6,500 lbs and a GVWR of 10,000 lbs while a SRW 3500 has a FGAWR of 6,000 lbs RGAWR of 7,000 lbs and a GVWR 11,700 lbs.


The GVWR and RGAWR of the F150 HD's are also much higher than previous year models.

[BenK]

Notice that the RGAWR and GVWR never changed in any if the arguements so far

Makes no difference what badging is used...the RGAWR & GVWR never changes during their discussion...

Why always ask what the OP's RGAWR & GVWR are when trying to help

[ShinerBock]

valhalla360 wrote:

ShinerBock wrote:

I think you misunderstood what I was saying. I was asking people what makes a truck a 1/2 ton, 3/4 ton and so on. Since it is subjective and there is no set rule like the class system, it just boils down to personal opinion that may change from person to person. The terms 1/2 ton and 3/4 ton used to actually mean something, but they no longer do since trucks have outgrown these ratings. As far as Asian models, that also is opinion that can change from one person to the next just like some consider the Titan XD a 3/4 ton and others don't even though it is a class 2b truck like most other 250/2500 trucks.

I think the whole point of this thread is to ask people what their definition of a 3/4 is to them. The fact that we are getting so many different opinions is a testament to what I am saying that is just opinion that changes from one person to the next.

With the possible exception of the asian trucks, it's certainly not personal opinion.

No person who has the slightest knowledge of pickups and is not trying to be pedantic would confuse the terms.

Then what is a Titan XD? Some people say it is a 1/2 ton and others say it is 3/4 ton due to its GVWR. What about the F450 pickup? Is is a 1 ton since it is in the same GVWR class as the rest of the 350/3500 trucks or is it a 1 1/4 ton? People have different opinions about that as well.

Where do you put an F350 that has been de-rated to 10k? Is it a 3/4 ton now because its ratings have been lowered even though the rest of the truck is capable of hauling more than its rating or is that still an 1 ton because it is capable of hauling more even though its ratings are lowered. If the later is the case, then that would throw everything out of whack because most if not all 250/2500 trucks are capable of hauling more than their ratings since they are maxed out at 10k when put in class 2b.

What about all pre-2006 SRW 350/3500 trucks. They had less GVWR than today's 250/2500 and were in the same class 2b as today's 250/2500 trucks as well. There is also GM's newest 2500 that they put in class 3 with the rest of the class 3 350/3500 trucks. Is that still a 3/4 ton or is it now a 1 ton.

The reason why I say it is all opinion because you will not get the same answer from everyone and there are no set rules on what makes a 3/4 ton a 3/4 ton or a 1 ton a 1 ton. If you say it is based on the number on the badge, then there are arguments that can be said about that just like there would if it were based on GVWR or payload.

So what do you base whether a truck is a mid-size, 1/2, 3/4, or 1 ton? GVWR, payload,the vehicles class it is in, the number on the door, or something else?

[valhalla360]

ShinerBock wrote:

I think you misunderstood what I was saying. I was asking people what makes a truck a 1/2 ton, 3/4 ton and so on. Since it is subjective and there is no set rule like the class system, it just boils down to personal opinion that may change from person to person. The terms 1/2 ton and 3/4 ton used to actually mean something, but they no longer do since trucks have outgrown these ratings. As far as Asian models, that also is opinion that can change from one person to the next just like some consider the Titan XD a 3/4 ton and others don't even though it is a class 2b truck like most other 250/2500 trucks.

I think the whole point of this thread is to ask people what their definition of a 3/4 is to them. The fact that we are getting so many different opinions is a testament to what I am saying that is just opinion that changes from one person to the next.

With the possible exception of the asian trucks, it's certainly not personal opinion.

No person who has the slightest knowledge of pickups and is not trying to be pedantic would confuse the terms.

[JRscooby]

hamnit

[JRscooby]

Huntindog wrote:



That all depends on how realistic one is.

I believe that at some point, most TTs and trucks will be loaded over spec.
Most people will not have a scale handy when they need to load a lot of stuff. Most will just do it, and hope for the best. This is when the heavier duty stuff saves the day(s).

In times past any pickup could be expected to be overloaded, but many nowadays never haul anything in the bed until most would think it is past it's useful life. You are right, with the bed size the same, you are less likely to break the heavier duty full floating axle.

[Huntindog]

mich800 wrote:

Huntindog wrote:

philh wrote:
If a vehicle is rated at 1500lbs cargo cap, does it really matter if it has 6 or 7 or 8 lug bolts?

Yes. To put it simply: There are certain things in which size matters. This is one of them.

It is not uncommon when I go to the dump to pass a heavily load 1/2 ton, which had it's axle C clip let go. This is easy to diagnose as I pass by...... As the tire is extended from the wheelwell about 2 feet.... with the axle shaft clearly visable. That cannot happen with a full floating rearend.

C clip axles (semi floating) are the same design as what is used in cars.

That anecdotal evidence is not really applicable. There is a difference between overloaded/abused and within specs. There is not any more reason to anticipate a "half ton" truck will kick out its axles when operated as designed relative to a 3/4-1 ton that is comparatively overloaded for its intended spec.

That all depends on how realistic one is.

I believe that at some point, most TTs and trucks will be loaded over spec.
Most people will not have a scale handy when they need to load a lot of stuff. Most will just do it, and hope for the best. This is when the heavier duty stuff saves the day(s).

[mich800]

Huntindog wrote:

philh wrote:
If a vehicle is rated at 1500lbs cargo cap, does it really matter if it has 6 or 7 or 8 lug bolts?

Yes. To put it simply: There are certain things in which size matters. This is one of them.

It is not uncommon when I go to the dump to pass a heavily load 1/2 ton, which had it's axle C clip let go. This is easy to diagnose as I pass by...... As the tire is extended from the wheelwell about 2 feet.... with the axle shaft clearly visable. That cannot happen with a full floating rearend.

C clip axles (semi floating) are the same design as what is used in cars.

That anecdotal evidence is not really applicable. There is a difference between overloaded/abused and within specs. There is not any more reason to anticipate a "half ton" truck will kick out its axles when operated as designed relative to a 3/4-1 ton that is comparatively overloaded for its intended spec.

[mkirsch]

Must be the group as a whole was having severe withdrawal symptoms if this tired old subject got dragged out...

Time to burn your Literal Man underoos, fellas... "Itsh payload ishn't exactly 1500 poundsh so it ishn't really a three quarter ton truck." Yah we get it.