Crazy001 will have all the skinny on the 10K GVWR option because his truck had it, but I believe it doesn't do anything to the F350 SRW except change the GVWR number on the VIN sticker. I think the reason for the option is for things like your insurance company. In some states, the 10K GVWR keeps the truck below the weight trigger for DOT, weight fees, truck scale stops, commerical registration and various other things (note I underlined some before everyone starts piling on saying "I don't have to do that" and so on.

The standard GVWR for the F350 SRW runs between 11,200 and 11,500 lbs depending how the truck is equipped. If the build site is saying the 10K GVWR option raises the GVWR, it's wrong. It lowers it, but not by any mechanical means, just by the number on the door pillar.

As for the sagging issue when loaded, I basically have the opposite experience to yours. My '05 F250 sagged something fierce when loaded near the GVWR (9800 lbs). I had come from years of driving F350s before it, and it was really frustrating. It wasn't the only mistake I made buying the '05, but that's another really long story. So I went back to the F350 with the '11 truck (11,300 GVWR). No sagging, no more being on the edge of, or over, the GVWR. Just what I expect from a 350.


Joe

 

In my state, the 10k GVWR allows the truck to be registered under a different classification. The classification allows for an upfront 5 year registration at a lower cost. When you go over 10k, you fall into a commerical classification. The rates are higher and you can't register it for the full 5 years.

 

I'm not sure I understand why you would use your own personal vehical to haul to haul work equipment. Not only that, but being severly overloaded as well. I would have told them that my insurance does not allow me to use my truck for work, which it doesn't.

 

Who said it was my personal vehicle?

EDIT: that sounded hateful. I see where it could sound like it was my personal vehicle..... my being the truck the company lets me use....

 

Whether it is your personal vehicle or not, once again we have people making assumptions. If you do not live in the immediate area of the OP or intimately know his situation with the truck or his insurance coverage, why comment what you "think" may be the consequences?

I'm not up to date on KY motor vehicle law, but my past experience has shown that it is a little more lax in some areas than what I have seen in other states. Also remember that a semi rated and tagged for 80,000 lbs GVWR can legally gross 50% more if the proper permits are applied and paid for. Suddenly after you pay an extra fee it is no longer illegal or unsafe to transport that weight. Do you feel any more safe driving around that load just because the transporter paid an extortion fee to have the government look the other way?

 

Joe has a good memory, my truck was a 2011 F350 with the 10,000 lb GVWR package. I did lots of research before I bought it, and came to the conclusion that there is no difference except for the weight rating on the sticker. Same rear springs, axle, and GAWR for each axle. It's just a paper number. With the helper springs that come standard on the F350s you shouldn't have any trouble with the same amount of weight. It's possible that you'll see a bit more sag, but not worth the extra money if you rarely load up that heavy.

There are certainly tolerances within their ratings, but if you ask anyone at Ford they will say that they are concrete. You didn't hurt anything, the drivelines in these trucks are designed to sustain full-load engine operation for extended periods of time. Your rear end gearing may have been a bit short for the weight pulled, but as long as you didn't find yourself starting on a steep hill I doubt you had any trouble with that. Full throttle will always subject the driveline to maximum power available, and this is the same whether you're tied to a 50,000 lbs or 5,000 lbs. So the driveline isn't going to care much. The weight ratings are more for spring, axle, and tire ratings as well as control-ability of the vehicle. If you only had 2,000 lbs on your rear axle you weren't even overloading your truck's suspension. The trailer may have been overloaded and there's lots of inherent danger there. Tires have already been mentioned but brakes would also be overloaded. Because they are being tasked beyond their capacity they would certainly take longer to stop and be susceptible to overheating if used heavily.

I'm sure you drove with common sense, and as such I'm sure you didn't hurt the truck any. No worries, but if it were me I wouldn't want to do it again!

 

Your said the truck was "my truck" in the original post so naturally I took that to mean it was YOUR truck and not a company truck. Sorry if I didn't know that "your" truck wasn't really your truck.

 

I'll let it slide this time.

 

Maryland lets you up your registration or have permits as well. It cost me 6 bucks to give an extra 2K. So mine is registered at 12K.

 

I like your stance on this weight issue. I don't understand how coal trucks can gross 120,000lbs, but our trucks can't get past 80,000lbs with the same amount of axles. (I love coal BTW, just a good example)

I wanted some input on this as well..... When i went to unload the 590 at the job I was backing off when all of the sudden the trailer ramp was wedged in the outrigger of the backhoe! I look up and see my truck moving forward and starting to jackknife a bit. There was nothing I could do to stop it from where I was. Thankfully a fellow employee saw what was happening and hit the trucks brakes. (This guy always tells me, "No matter what, don't get excited) Talk about a disaster averted! I have never had that happen to me in the 5 or 6 years I have been using a gooseneck. His suggestion was to put timbers under the back frame when backing off or loading as not to lift the truck back tires off the ground.

Actually today I had to bring the 590 back to where i picked it up.... NEVER AGAIN

I have load range E tires BTW with a 3250lbs. rating?? That puts me 500lbs under my axle rating.... Anybody know a good load range G tire in 16"

 

You have to be careful with that. MD will collect your money and practically give you any registered weight that you request, but the DOT enforces the manufacturers posted GVWR. For example trailer registrations jump from 10,000 lbs to 20,000 lbs, but purchasing a 20,000 lb registration does not make your 14,000 lb GVWR trailer legal for anything over 14,000 lbs.

 

If you use wheel chocks on the trailer, you will never have the escaping truck problem again. Most of the G rated trailer tires are made in China and not much safer than what you have probably. I think Goodyear may make a G rated trailer tire, not sure on that.

 

that is my understanding...you cannot change the actual manufactor ratings.

 

Now my wheels are spinning here too...

I believe my truck has the 10k package. That is just the vehicle capacity on the 4 tires attached to it, right? Would the GCWR still be the full capacity (truck + trailer)?

What about pin weight? That would factor on the side of GVWR, would it not? So at 8500lbs truck/people/gear that leaves 1500lbs pin. That sounds low... Does that seem right?

 

You are correct here, Steve. At least according to the paper numbers. Your GCWR is the exact same, but due to your low 10,000 GVWR package you only have room for 1,500 lbs tongue weight before you are technically illegal. Now this never bothered me since there is no difference between my truck and an 11,500 lb truck other than the sticker.