The best evidence that Ford is sandbagging is all of their own previous statements. Remember all the pre-launch hype of massively increased capabilities? People who have seen the rear axle say it's much bigger. And don't forget the whole new frame that is 30 times stiffer and can support the weight of about 20 other vehicles? All that work and the only change is a small increase in torque?

I get that just upping the numbers a few months down the road is not as simple as it might sound. But I think something is a little fishy there. As one who loves to indulge in conspiracies and rumors, I'm onboard!

 

^and I second that. I was super disappointed after all the hype. Couldn't wait for the reveal and was ready to order, but now I'll just patiently sit and wait until......the hype, frame, axles, brakes and everything else match my expectations of serious improvements number, but not this!

 

I agree ford is up to something here

 

Plus the actual ford website still lists 90%of configurations as TBD

 

This is a supplemental guide, published by Ford under their Advisory Body Builder section. As such, it "the actual Ford website". It would seem odd to discover that they are putting out incorrect information?

The GVWR numbers aren't going to change and the weight of the vehicle and it's "heavier duty" components aren't going to change...where does everyone think the "magic" payload increase will come from?

 

I expected the SRW GVWR to be at least 12,300# to match the Ram. I predicted 12,500# to beat the Ram. There are 12,830# of axles on the F350 SRW, so they could certainly be higher than 11,500#. (13,230# with the heavy front springs.) It shares the drive train, brakes and frame with the 14,000# F350, so those aren't the limiting factors.

It's hard to imagine a 20,200# tow rating with a 3103# payload. If you have a 200# driver and a 200# hitch, you have only 2703# for pin. I wouldn't want to pull a trailer that large with only 13% on the pin.

 

The same question can be asked of how is the payload calculated in the first place. It's based on the capabilities of the components. It's logical that if the components are all more capable, it should have increased the net payload values. Again, this is pure speculative fun. At the very least, knowing that the components are more capable provides new additional margin for those who tow over or very close to the maximums. Like me. Regardless of the "final" published numbers (whether those have been made known yet or not) I'm going to feel safer pulling the same loads with the 2017 than I did with the 2011.

 

GVWR is a legal number. While I agree the components underneath are more than up to the rating, it's not going to change. This generation will run a few years and the HD components gives Ford the opportunity the keep up along the way.

 

Ideal pin weight is between 10 and 15% of the trailer gross weight. That being said it still does not leave much room for extras. Or maybe all the hype is about the F450 which is pretty amazing. I just hope us peons are not left in the dust even though as I have said before I am happy with the numbers for my current use and I don't need a sign in the front yard bragging 4,400 lb payload.

 

10%-15% may be ideal for a tag-along, but not a fifth-wheel or gooseneck. 15% is typically the minimum, with 20%-25% being common. Personally, I'm not interested in bragging rights, just safety and reliability. While the Ram has higher payload on paper, I feel safer in the Ford. I can't wait to order a job#2 truck in a few months. I hope I can wait to test drive a short & long crew 6.7 platinum F350 and the F450 before ordering.

 

Ford will more than likely see what the competition does then for the '18 model up the GVWR and payload accordingly.
I for one don't care about legal numbers as in 35+ years of towing have never been stopped for being overloaded, or "looking" overload. I just want a F350 that doesn't squat with 2000 lbs in the bed. Nearly every pix that you see of a SD pulling a RV shows the truck squatting to below being level. How embarrassing for Ford and how stupid to have to install airbags on a 1 ton because Ford was more concerned about the ride than capacity. Maybe they should just make airbags standard equipment!

 

I won't disagree with the percentages but I would look at the above discussed load of 20,000 lb trailer with adults, fuel, coolers etc, 25% would be 5000 lbs without the add ons which is over any single wheel truck rating. By that calculation plus the weight of the vehicle the most important factor, the tires would be border line or overloaded. And that is where disasters usually start.

 

Anecdotally, the large majority of 5th wheels I have looked at have a pin weight of 2,500 - 3,500 lbs (ranging from 15,000 - 20,000 lbs. dry weight). After adding passengers, fuel, hitch and gear, the 4,000+ lb. payload of the Ram and GM is rated high enough to tow most (though not all) of these trailers. On the other hand, these new Ford's aren't rated high enough to tow ANY of them.

I think this is a big deal to weekend camper who doesn't want to own a dually for a daily driver. And I suspect most 5th wheels are towed by weekend campers in SRW trucks.

As others have said, Ford isn't going to magically increase their payloads. The GVWR and actual weight limits this. Which leaves me wondering, what good is a 20,000 lb. tow rating when the truck can't handle a 15%-20% pin weight on that load?

 

And I suppose I should clarify that I do believe the truck can "handle" that pin weight. But I would personally never exceed the payload/towing numbers due to the consequences if an accident occurred. I would lose my insurance protection and likely be held personally liable for the damages (including death) unless I could definitively prove the overload had no bearing on the accident. That is NOT a risk I would take.

 

This has been hashed and re-hashed but to sum it up you will not lose your insurance coverage. But if you are found to be negligent and that negligence contributed to the accident (and to an ambulance chasing lawyer just getting out of bed in the morning is contributing to) the plaintiff can sue for civil and punitive damages above your insurance amount and that is where the risk of knowingly overloading the weight ratings of the vehicle lies.

This being said I will never run and hide because I am afraid of the lawyer and the court but I will try to do the smartest job I can to comply with the rules of common sense. If the components of the truck can handle more than the rating and I know that I have no problem with exceeding said rating. But if I know those components cannot handle that weight my primary concern is for my safety (and wife/family) and then the rest of the world. If I look out for us the others will be just fine. Believe me I have soul searched these issues a lot in the build of this truck. I use a slide in camper with a wet weight of 3500 lbs. That is a pretty good load especially when one considers the high CG. I modified my current F250 to handle the weight. The new truck should be fine from the factory. If not I will have to make some changes to bring it up to snuff. If we decide to spend even more time on the road I can see going to a DRW but the SRW should handle this camper without a problem.