Got bored tonight and decided to have a look back at 1999 to where the Super Duty towing numbers started. Tried to hit the SD highlights. It's absolutely WILD to see how much the capacities and capabilities have increased from model year 1999 to 2017.

1999 Super Duty Intro:



2003 6.0L/5r110 Addition:




2005 Updates:




2008 6.4L/F-450 Pickup Intro:




2011 6.7L/6r140 Intro:




2015 Return of the non-neutered F-450:




Didn't post 2017 numbers because most in this section know them by heart. So seeing this, where do you think we will be in 2027? I would like to see them offer a true Class 4/5 pickup. This would give them the ability to break through the 14,000lb ceiling that holds the F-450 pickup back currently. I know you get into different regs and certifications when you jump from 3 to 4. Ford has always been the market leader on innovation. Let's say they pursue this. Maybe the regs and certs could be altered for the Big 3 to compete here. Who knows.

I know opinions vary on how much more capable the rigs need to get. I know some guys would rather see a focus shift from towing/power numbers to economy numbers. What say y'all?

 

Nice work going through the effort to pull the info together! It is rather amazing seeing the improvements in just the last 10 years, but especially since the first introduction for the '99 model year.

I'm one of those that thinks the capability is plenty at this point and would love to see some focus on better MPG numbers. But, that won't happen until enough folks push for it.

 

On the one with the 6.0, I noticed that the 5th wheel towing capacity for the f350 srw and drw is the same, whats up with that? GVWR limiting the drw? If so I wonder what the real towing capacity would be if it wasn't limited.

 

I can see 10k + numbers fro towing, but why is my hitch saying 6000 lbs towing and 600 lbs tongue than?
2006 F250 SuperCab SB SRW 6.0L

 

Difference between weight carrying and weight distribution ratings.

 

Cool thread Josh. 2027 is hard to fathom at the pace we're going. Heck, I'd love to see what 2020 brings...

 

And you are right. I just double checked my hitch and it is 12,5K for weight destribution.

I still don`t get this 6000/600 rating. IMHO the 15% tongue weight is safer on a 6k trailer, specially during the winter.

 

IMHO, the progression is even more impressive when you consider that Ford's MY2017 numbers are SAE J2807 compliant. Older MY numbers were always a bit, ah, fudgy...

Thanks for the analysis!

Regards,
Jim / crewzer

 

This is why I shake my head at people that say a 1/2 ton can't haul anything.Maybe a 10-15 year old can't but the new ones sure can! Weight in the bed is a whole other story and why I'm upgrading.

 

when you are not using a W/D hitch that tongue weight is pushing down on the back of the truck, the hitch structure/bolts have a weight limitation especially if you hit any bumps at high speed. And the cargo weight limit of the truck itself, that 600 lbs at that leverage arm will add quite a bit to the payload. When using a W/D hitch you are actually reducing the tongue weight the truck sees by "lifting up" on the tongue and hitch and transferring some of that weight back to the trailer axles and the front axle of the truck. When this happens you also have to make sure your not overloading the trailer axles.

 

Where will we be in 2027? Well me personally like you, I would like to see a real class 4 truck. Class 4 is allowed 2000 more lbs. I believe that the current f450 could be a class 4 with minimal upgrades so basically a 2000 lb payload increase. A 2000 lb increase in pin weight would allow a much more stable towing experience as well as you could greatly up the towing capacity. I don't know if they will make a class 5 pickup but if they do the things I listed like stability and higher towing would be greater still because class 5 gets 3500 lbs more than class 4.

I wondered what the limit of a pickup would be so I did some research. With a pickup without a doubt going to be staying with only 2 axles on the truck, we will get to the limit legally allowed on the trailer axles and we will reach a hard cap because to go higher in weight, all the additional weight will have to go on the truck. That will make the 2000 and 3500 lb increase of class 4 and 5 be used up very fast. Most gooseneck trailers use 2 axles and the limit on tandem non spread axles is 34k, not that far away from where we are now. Tandem spread allows 38k. Large 5th wheels already use triple axles and when gooseneck manufacturers start putting triple axles, the limit is 42k. I don't ever see a trailer that is pulled by a pickup to have more than 3 axles so even with 15-20% of the weight being in the trucks axles, I think 42k will be the max we will ever be able to achieve due to that being the max allowed for triple axles. That's 10k more that what we have now. Still a crazy gain that we could obtain. So basically I would like the towing capacity to get to 42k.

Other things i would like us to break the 500hp 1000ft lb number but I think that will happen in just a couple years so don't know beyond that. Just as high a possible I guess. Regardless of towing capacity, there is never enough power because it can let you not have to slow down on hills. I actually would like to see manufacturers offer an even more luxurious interior kinda like Ford limited package on the f150 but even nicer. Something that could give a Mercedes or an Audi a run for its money. It's already got the technology features like massage seats, computers, and moon roof that those cars have it would just need an upgrade in style and materials used. Stop using plastics and use carbon fiber and real wood, more surfaces covered in leather, soma alcantara, suede, things like that.

One thing I know is that by 2027, top level trucks are going to break the $100k mark especially if they do things like the towing and interior upgrades like I said.

 

I think a Class 4 450 pickup would do well. I feel like if they did that, that would push a vehicle out of the 11,500-14,000lb GVW range allowing the log jam to possibly clear up allowing the SRW 350 GVW to increase.

So, push the 450 into Class 4. Allow the 350 DRW to max out the Class 3 14k GVW cap. Bump the SRW 350 to 12,500 GVW. Continue to let the 350 DRW truck hang around Ram's 3500 towing ratings. Possibly bring the wide track back to appeal to those that won't want the headache of new regs and insurance road blocks of a Class 4 F-450. Then, let the 450s ***** hang out with crazy payload and towing numbers.

 

It's always been a bit of a mystery to me... my F450 class 3 pickup is rated to tow more than the true class 4 F450 c&c and even the f550. It seems being able to handle a much higher payload doesn't translate to a higher tow rating. Maybe the lower HP is the issue?

 

I also think the tow rating has something to do with the certification methods that they use for cab and chassis are different than the pickups