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Assuming the GMC website is correct, the max GVWR for a 2020 2500 will be 11,550. That exceeds the max GVWR of a SRW F-350! Oddly, the max GVWR of a SRW 3500 will only be 12,250. What's the point of that? Maybe we are headed towards a single HD truck per manufacturer and you simply specify the the GVWR you want and the truck is configured as necessary. There will be no 3/4 or 1 ton trucks, just HD trucks. That might actually simplify things.
I stand corrected. That actually upsets everything we thought we knew about the differences between 3/4 and 1 ton trucks. GMC will now have some 2500s that are class 2 trucks and other 2500s that are class 3 trucks competing in the same weight class with their own 3500s. I'm not sure I understand the reasoning behind it. This is going to really confuse the internet weight police.
I guess if you need less truck you de-rate the 2500 to the wanted GVWR. In Nevada I had to choose 12,000 GVWR because their computer did not offer 11,500 GVWR. The DMV lady said just don’t be caught over your chosen GVWR. If I said 16,000 would she let me pay fees for that? I don’t know. The real surprise GM is coming on strong.
Question, what exactly is the 10000 GWR pkg.??
I have a new F250, it has this pkg. Plus snow plow pkg. Ford site does not specify exactly what that 10000 pkg. Consists of.
The 10k package is for the F350's. It derates them (only on paper) to 10k GVWR. This is to help people in states that classify trucks over 10k as commercial vehicles, or otherwise increase registration, fees, or have other regulations toward vehicles over 10k GVWR.
Your F250 is already capped at 10k
The 10k package is for the F350's. It derates them (only on paper) to 10k GVWR. This is to help people in states that classify trucks over 10k as commercial vehicles, or otherwise increase registration, fees, or have other regulations toward vehicles over 10k GVWR.
Your F250 is already capped at 10k
On the online configuration site, Ford used to list the ability to select it at a 10K package or a 9k package. If you select neither, you got the 10K weight rating. That they referred to it as a 10K package, but it was the 'standard' was always a bit odd. Checking the site this morning I cannot see either of the options listed.
I’ve been reading through this thread and like a lot of folks I’m trying to figure out exactly what my towing capabilities are. I recently purchased an 2017 F250 6.7L Powerstroke Lariet 4x4 Crew Cab with the 6.75 ft bed. It has the High Capacity Tow Package (HCTP), 3.55 ratio, and the 20” tires. My payload sticker comes in at a mere 2225 and my GVWR is the 10,000lbs. Folks tell me I basically have F350 in disguise. I’m planning on towing a fifth wheel with a dry weight of 11,058, gross weight of 13,817, and pin wight of 1817.
No matter how I cut it, I will be at or above pin weight. My questions are:
Is there any way to really tell what the capabilities of my truck are?
Does my labels reflect the added capability of the HCTP (upgraded axle, increased GCW, max front springs, and the extra leaf springs).
If the labels are updated, how can I find out what the HCTP added to my capabilities.
I’m pretty confident that my truck will handle what I want to do with it nicely, I’m just trying to back it up with the math and as many of you have said - the payload sticker is the problem. I’d prefer to be under the towing specs, and I am. Right now I’m at 25lbs available payload with the specs listed above.
I have a friend that has the exact same configuration in 2015 F350 and he is at GVWR of 11, 300, and payload of approx. 3500. I know it’s a different model year, but how are we so far apart. He does have an 8’ bed - is that the difference.
Finally, I understand from this thread that the F250 is under rated to keep it in its class, but there has to be away to figure out what the HCTP did to increase capabilities over a stock F250. I look forward to reading the comments and appreciate input/points of view.
Its all about the difference in the Class rating (and GVWR rating) of your two trucks. Yours is Class 2 with a GVWR of 10k. His Class 3 with a GVWR of 11,300. Take the curb weight of the vehicle from the GVWR and that gives you payload (remaining weight allowed to be added to truck before exceeding the GWVR). As is frequently mentioned on this site, if getting a diesel, get a F350 if possible. One thing Ford did change starting in MY2020. They upp'ed the GVWR on F250 diesel with the HCTP to 10,800. That allows a greater payload for trucks like yours.
I’ve been reading through this thread and like a lot of folks I’m trying to figure out exactly what my towing capabilities are. I recently purchased an 2017 F250 6.7L Powerstroke Lariet 4x4 Crew Cab with the 6.75 ft bed. It has the High Capacity Tow Package (HCTP), 3.55 ratio, and the 20” tires. My payload sticker comes in at a mere 2225 and my GVWR is the 10,000lbs. Folks tell me I basically have F350 in disguise. I’m planning on towing a fifth wheel with a dry weight of 11,058, gross weight of 13,817, and pin wight of 1817.
No matter how I cut it, I will be at or above pin weight. My questions are:
Is there any way to really tell what the capabilities of my truck are?
Does my labels reflect the added capability of the HCTP (upgraded axle, increased GCW, max front springs, and the extra leaf springs).
If the labels are updated, how can I find out what the HCTP added to my capabilities.
I’m pretty confident that my truck will handle what I want to do with it nicely, I’m just trying to back it up with the math and as many of you have said - the payload sticker is the problem. I’d prefer to be under the towing specs, and I am. Right now I’m at 25lbs available payload with the specs listed above.
I have a friend that has the exact same configuration in 2015 F350 and he is at GVWR of 11, 300, and payload of approx. 3500. I know it’s a different model year, but how are we so far apart. He does have an 8’ bed - is that the difference.
Finally, I understand from this thread that the F250 is under rated to keep it in its class, but there has to be away to figure out what the HCTP did to increase capabilities over a stock F250. I look forward to reading the comments and appreciate input/points of view.
Put 80psi in the rear tires and see how it performs.
1800 pin weight probably won’t get you anywhere near max rear GAWR.
Finally, I understand from this thread that the F250 is under rated to keep it in its class, but there has to be away to figure out what the HCTP did to increase capabilities over a stock F250. I look forward to reading the comments and appreciate input/points of view.
As you know, payload is a very simple calculation based on GVWR and curb weight, since the HCTP did not increase the GVWR '17-'19 there is no payload capacity increase, in fact it may have a lower payload cap . The HCTP does increase your tow ratings I think, which you are well under. It might seem silly to not have an increased payload rating, but having to adhere to a certain GVWR for class reasons means it is what it is. De-rate an F-350 to 10k and it too will have a low payload capacity even though the physical components remain unchanged. Not because it is any less capable, simply because of the assigned GVWR. That is why you will find some who ignore the payload capacity, instead sticking to the GAWR's and tire ratings.
The 1817 pin weight seems low for the weight of the trailer. Is this a scaled weight or something the trailer manufacturer publishes?
Your F250 with the HCTTP and 80 psi in the tires has the capacity of the F350 but it has been neutered by the 10,000 lb GVWR. Loading to a higher payload than specified on the sticker will place you over the GVWR of your truck. If you are okay with that then you should be okay with towing your 5th wheel.
Is there any way to really tell what the capabilities of my truck are?
Does my labels reflect the added capability of the HCTP (upgraded axle, increased GCW, max front springs, and the extra leaf springs).
If the labels are updated, how can I find out what the HCTP added to my capabilities.
the GVWR wins.. period.. 10,000 lbs.
what it MIGHT be able to do under the covers is unknown , everybody in tax and legal land goes by the documented rating
labels do NOT reflect HCTP, cause 10,000 wins
u cannot get the labels updated. or the cert for the truck changed.. its a 250, and 250 is limited to 10,000 lbs gvwr
in the towing guide, take the GCWR and subtract Max trailer weight, to get how much the truck can WEIGH in that configuration
and then for 5th wheel take the documented 15% of the trailer weight as the pin weight and add it to the truck weight to see where the max truck GVWR is
for example the highest 250 5th wheel is
25,700(1) 18,500(2) (4x2 lb)
so, 25700 - 18500 = 7700 + 2775 (15% of 18500)
= 9975, just under the 10,000 GWVR of the 250
no fuel, no driver, no stuff in the truck .
max crew cab 4x4 sb
21,900 – – – – – – – – 14,100
21900- 14100 = 7800 +2115 = 9915 vs 10,000 gvwr
the tire chart (yellow label) for your truck (actual in the plant) says stuff added to the weight on the tires max is 2225,
(for the tax and legal folks)
what it MIGHT be able to do is not documented, cause by the documented label, it doesn't matter.
ps I drive a dually, and tow a GVWR 15500 trailer.
The 1817 pin weight seems low for the weight of the trailer. Is this a scaled weight or something the trailer manufacturer publishes?
Your F250 with the HCTTP and 80 psi in the tires has the capacity of the F350 but it has been neutered by the 10,000 lb GVWR. Loading to a higher payload than specified on the sticker will place you over the GVWR of your truck. If you are okay with that then you should be okay with towing your 5th wheel.
the trailer companies document the DRY weight pin weight.. divide the documented dry pin weight by the dry weight and u will see the percentage they use, use the percentage on the GVWR to see the max pin weight
GCWR is the combination of the GWVR ings, ,, NOT ACTUALS
the trailer companies document the DRY weight pin weight.. divide the documented dry pin weight by the dry weight and u will see the percentage they use, use the percentage on the GVWR to see the max pin weight
GCWR is the combination of the GWVR ings, ,, NOT ACTUALS
Your pin weight calculation at GVWR assumes the loaded trailer weight is distributed the same as the unloaded trailer. This is probably not realistic.
I agree with the last sentence but not sure why it needed to be stated.
I’ve been reading through this thread and like a lot of folks I’m trying to figure out exactly what my towing capabilities are. I recently purchased an 2017 F250 6.7L Powerstroke Lariet 4x4 Crew Cab with the 6.75 ft bed. It has the High Capacity Tow Package (HCTP), 3.55 ratio, and the 20” tires. My payload sticker comes in at a mere 2225 and my GVWR is the 10,000lbs. Folks tell me I basically have F350 in disguise. I’m planning on towing a fifth wheel with a dry weight of 11,058, gross weight of 13,817, and pin wight of 1817.
No matter how I cut it, I will be at or above pin weight. My questions are:
Is there any way to really tell what the capabilities of my truck are?
Does my labels reflect the added capability of the HCTP (upgraded axle, increased GCW, max front springs, and the extra leaf springs).
If the labels are updated, how can I find out what the HCTP added to my capabilities.
I’m pretty confident that my truck will handle what I want to do with it nicely, I’m just trying to back it up with the math and as many of you have said - the payload sticker is the problem. I’d prefer to be under the towing specs, and I am. Right now I’m at 25lbs available payload with the specs listed above.
I have a friend that has the exact same configuration in 2015 F350 and he is at GVWR of 11, 300, and payload of approx. 3500. I know it’s a different model year, but how are we so far apart. He does have an 8’ bed - is that the difference.
Finally, I understand from this thread that the F250 is under rated to keep it in its class, but there has to be away to figure out what the HCTP did to increase capabilities over a stock F250. I look forward to reading the comments and appreciate input/points of view.
the certification on tow ratings is more than can the truck handle it.
from memory…it’s stuff like…engine temps while going up a grade ….stopping distance…being able to pass corvettes …and I think some combination of fluid temps. There are 4 or so things…a little more than if the truck can handle it.
I pulled 26k once with a windstar mini van…I was impressed that it handled it…but…after the trip…there was a thumping sound that increased in frequency with engine speed…probally the crank bearings from being over loaded. It handled it…but it didn’t handle it.
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My questions are:
