I think any time someone brings up the issue of differences, the best thing to do is point them to this link and let them decide. I downloaded the entire thing to my desktop. Clearly there are some differences between F250s and F350s. In my opinion, it is up to each owner to decide what they buy based on their needs and intended purpose.

Steve

 

Electronic programing cannot change a gear ratio, they are strictly a function of tooth count on the respective gears.

 

Thanks, the ratios are so close, for example a 6.2 in an F250 in second gear is 2.34, but in a F350 it is 2.31. It just seem crazy. 3rd gear is only .01 difference. I would love to hear how that comes to be.

Steve

 

Steve, are those oil capacities a difference between the F250 and F350 or the gasser vs diesel transmission in F250's only? The way I read it is, if you have a 6.7L there is no difference in tranny's between F250 and F350.

 

Same question here: difference in F250 vs F350 or difference in the gasser transmission vs diesel transmission in F250's only? The way I read it is, if you have a 6.7L there is no difference in tranny's between F250 and F350.

 

I would have to say I agree. For those fortunate enough to come across threads like these before they buy, may they find certainty in an F350/F450 before they sign the paperwork.

For those of us who are not so fortunate, it becomes an exercise in finding and upgrading the parts we are unsure of. From what I can tell, my wheels may be a weak link. I can't seem to order them on an F-350 despite the F-250 build saying I can order 'similar' wheels.

Does anybody know how to find weight capacities for wheels?

 

I think you are probably correct. It isn't clear in the table, but that makes sense.

 

Again, not 100% clear, but I think that is due to the way the table is labeled.

 

I am not sure how many folks would even take the time or care. My goal in this post was never to sway anyone's judgement. I was simply interested in seeing if the F250 and F350 SRW diesels were basically the same truck as has been so often stated in FTE forums and it appears any differences are small.

I still marvel that Ford continues to manufacturer and market them as separate models guessing it has more to do with registration or tax considerations in places based on weight ratings.

I am never completely comfortable with blanket statements and feel there is value seeing the actual data. Not the easiest table to wade through, but good to have.

Steve

 

If you go tp tirerack.com put in make and size it will bring up the specs.

 

Understood.

Agreed, and I'm fascinated by the question as well. Consider the paradox of an 8,300# truck that will 'break' if more than 1,700# are loaded in it. I mean, what's the point?

Also, consider this tidbit I found in that same document. If I read this correctly, at 10,000# GVWR and below they actually test the trucks to 'certify' them; but at > 10,000# all we have is recommendations for owner satisfaction?




It's like, wait. Are they kidding me? Again, if I understand this, the F-250's are 'tested and certified' for not 1# over 10,000 but the F-350s+ are 'recommended' limits? It would be so much easier if Ford would just come clean and list the max weight of each part in the system. However it is possible to look up some of the parts tires, axles...

I looked up the max weight for the Sterling 10.5 and it's just under 10,000# itself! Clearly *some* of the parts of the truck are WAY under max capacity.

Back to your question, why do they put a 10,000# axle in a 6,000# rear axle truck?

Agreed. However, they've given us a huge clue about something. By using the F-150 cab they've tipped their hand (and it makes sense of course) that they want to use the *same* parts as much as possible. Why not? Fewer parts means lower cost / higher profit. If they're doing that in the parts we can see, would it not follow that they do it in the parts we can not?

This argument is supported by the fact that the cost difference in the F250 and F350 is insignificant. (Interestingly very close to the cost to beef up the suspension).

At the end of the day I think it's state law and marketing, and not much more -- but that's just my opinion.

I agree completely. And to that end, I don't think -- short of one of their engineers coming on here and saying that part-for-part it's the same truck and the only difference is the suspension we won't ever know.

What we do know is there are a few people on this forum who have augmented their F-250's suspension and pulled heavy in all kinds of conditions for many miles. Some say they were uncomfortable and went to DRW (note: they did NOT say they upgraded to an F350 SRW and that fixed everything if I remember correctly.)

Most say it handed just fine.

I've not seen ONE person (although I admit it would be a less likely thing that people would post) admitting they broke their truck or had an accident. Not one has posted that he had any other major problem with anything NOT relating to suspension. One posted that he had his airbags fail -- again pointing me to the fact that if anything is going to 'fail' by treating an F-250 as an F-350 it will be suspension related (and aftermarket parts at that).

So if any system other than suspension is different, there's no evidence of it here.

At the end of the day, I BLAME FORD. In pouring through all this stuff I've found references to "it's important to ensure the customer has realistic expectations of needed capacity and sell them the right truck." Even to the point of giving weights of accessories such that if you add a huge window on top it will cost them significant capacity.

NONE of the 3 sales people I spoke with ever asked me what I wanted to do with my truck. NONE of them ever said, "hey, you never know what you might want to haul or tow...you can get an F-350 for $700 more...want to drive one and see if you can tell a difference in the ride?"

Why do they market the F-250? I see no good reason other than to save people a few hundred bucks on registration. In my opinion, that ends up hurting a LOT of people who buy an expensive F-250, only to be told they can't tow any more than their neighbor in his F-150.

 

Thanks for this. I'm unable to find my wheels.

When I shop by make/model they don't come up. When I shop by size I can't pick my size. And when I look at the wheels that do come I'm not seeing weight ratings... maybe just me... sigh

 

In MD, there was some similarity. My door sticker on my 06 F350 SRW is for 11500lbs. When I went to register it the cost went up significantly compared to my 2500HD which was 9800lbs. I also had to find a different inspection station because most dealers and independent repair shops could only do 10k or less. That took the cost from about $75 to almost $300.

So what's the difference between between my truck and a f250/350 not rated for 11.5k??? Only thing I have seen is an extra leaf in the rear spring pack compared to my dad's 03 f250.

 

I think this is the answer to why would Ford market the F-250 if it's essentially the same truck as the F-350. I'm certain there is huge number of potential customers who would walk away from ford if it costs them another $500 per year to own a truck -- especially if competitors offer something that avoids those charges.

Yet, Ford knows that many of those same people, having bought a 'Super Duty' are going to work the heck out of it.

Steve, I'm sorry I hijacked your thread. Looking back at it, I've totally dominated it. I didn't mean to do that...I'm just very passionate about this subject for personal reasons.

 

?


You didn't self certify? In MD every year, over 10K in weight you must self inspect.