So, Ford lists the base curb weight of a 2015 6.2L F250 Crew Cab 4x4 at 6828 lbs. They list the conventional towing capacity at 12,200 or 12,500 lbs depending on 3.73 or 4.3 gears. The GCWR is either 19,000 lbs with 3.73 gears or 22,000 lbs with the 4.3 gears. If the GCWR is 3,000 lbs different with the two gear options, why is the towing capacity not also 3,000 different?

Running the math, the max tow capacity should be 19,000-6828 = 12,172 lbs for 3.73 or 22,000-6828 = 15,172 for the 4.3 gear.

My real world example, boat and trailer combo is 13,000 lbs. According to ford's max towing table, I'm exceeding the truck's towing capacity by 500 lbs even with the 4.3, but if I run the math, 22,000-6828=15,172-13,000=2,172 lbs remaining for passengers/cargo/etc.

What am I missing? Is there some other component that limits the conventional tow capacity to 12,500, or am I just not running the numbers correctly?

 

Towing capacity is based on the GVWR of the truck which is 9900 pounds for your truck not the actual empty weight, so GCWR of 22,000 minus the GVWR of 9900 leaves 12,100 pounds.

And a conventional trailer is one that hooks to the bumper receiver hitch, 5th wheel should be a little higher.

 

Moved to the towing section.

 

towing guides are here:


Towing Guides | fleet.ford.com


Figure 20% of the GVW for a 5th wheel/gooseneck for the king pin wt. King pin wt is what goes in the bed of the truck. It goes against available payload.


For conventional trailers figure 10% for the tongue weight. Tongue wt goes against payload as well.

 

If that's the case, then the 3.73 should be GCWR 19,000 - GVWR of 9,900 = 9,100 lb towing capacity. Ford, however, still lists the 3.73 at 12,000 lbs. Max tow should be GCWR - Curb weight.

In my example, tongue weight is 1300 lbs, which according to the towing guide is no good either. With a WDH, they say 1250 max weight on the hitch, 600 or so without WDH. So, let's assume I have a 1250 tongue weight just to get past that limit. Payload is 9900 - curb weight, which I'll call 7000 lbs after adding a couple options.

I'm 150 lbs, so I'm already included in the weight of the truck, and nothing more needs to be added for me. 7000 + 1250 tongue weight = 8250. Add in another 750 lbs of people = 9,000 lbs. That still leaves 900 lbs for cargo, so I'm well within the payload limits.

Now we take 22,000 gcwr - 7,750 (empty truck plus passengers) = 14,250 lbs remaining for trailer. I believe I'm correct in subtracting 7750 rather than the full 9,000 because the tongue weight subtracts from the available payload, not the GCWR. To clarify, 22,000 - 7000 curb weight - 13,000 trailer - 1250 tongue - 750 people = 0. If I drove over the scales, they would read 20,750 lbs not 22,000 because you don't count the tongue weight twice in the GCWR calculation, right?

My only hang up is going to be the (to me) completely arbitrary limitation of 12,500 lb max towing that ford lists in their towing guide.

 

First off, do not for one second believe Ford's published weight for the truck. It's wrong, (light) but only a scale will tell by how much. That number is BASE curb weight, IE stripped down XL. Ford lists my 350 dually at 8200. With no driver and a full tank of diesel and not much else the truck tips the scale at just shy of 9k.


Second off conventional towing is limited by receiver capacity, the 2" hitch is only rated to 12,500. The 2.5 is rated to 17k IIRC. Of course that's the spec for use with a WDH, which aren't compatible with most boat trailers. I'd be looking for a truck with the class 5 (2.5) receiver. I'm not sure that they offer the class 5 on a F250.

 

Great. A quick google search shows that there are options to add a Class 5 to the F250. My boat trailer is custom and is designed with WD.

And just so y'all don't think I bought a truck and then realized it wouldn't work, I haven't bought the truck yet. It appears that I have to decide between a DRW F350 w 6.2 or just going with the SRW F250 w/ 6.2 and 4.10 and then upgrading to a class V.

I'm definitely leaning towards the 250 with upgraded hitch, just to avoid having a huge DRW in my driveway all the time. Any additional advice that could sway my decision?

 

Yeah, you would need a different hitch receiver to pull more weight than the 12.5K.


To make things real simple here.


Go by your axle limits, tire limits and your GCVWR. And...your receiver hitch limits.


Door cert is just a pretty sticker.


Do need to get the truck on the scales so you can see true numbers.

 

My 2012 has this sticker on the hitch:



I have a WD anti-sway hitch that fits the 2" receiver (with sleeve).
That's more than enough for me.
The WD hitch makes a big difference.
When I use the non-WD to move it around on my property it definitely sits a couple inches lower.

 

Another huge thing to consider is this. An F250 is de-rated from the factory for marketing purposes. It is 100% identical to a SRW 350 if compared apples to apples. In other words, if both trucks have the same engine and gearing, they are identical. So, go by the SRW 350's GVWR, not the 250's to find out if your OK.

 

Bad idea.
Let me iterate, BAD IDEA.

If you are (perish, forbid) ever in an accident, especially one which may involve a serious injury or death, then they are certainly going to investigate if you were driving the vehicle in a safe manner. When they find that you overloaded your vehicle rating, YOU are going to be at fault. Insurance companies are going after YOU for damages and family members of the other injured parties are going after YOU too.

Sorry, but the "Karl4Cat told me that I could ignore the Ford rating and load it like an F350" will not be sufficient.

Regards,
Steve.

 

Absolute nonsense Steve. Never happens period. This is the biggest internet myth going...LOL. Your more likely to be hit by lightning. You better hide in your basement because something scary might happen to you out in the big bad world...

 

I have yet to hear of anyone having an accident and being pursued in this manner.


I for many years ran my F250 with a 12K registration. So that is what really matters. Axle and tire ratings are what matters.

 

Scott, you and I know this is a myth, but the uninformed masses buy it hook, line, and sinker. However they never can provide one example of this happening in the real world...