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All of the numbers matter and you shouldn’t exceed any of them. Tire maximum load ratings, axle weights (front and rear), payload, hitch weight, and GCVWR. In general you will run out of payload before you will run out of towing capacity.
Bob
The only one of those the DOT cares about, assuming you are commercial, is enough tire load rating. The axle ratings and payload ratings are based on the tires originally fitted. If you change the tires, those ratings do not mean a thing. If you are not commercial, nobody is ever going to care about or check your GVWR or your GVCWR, ever.
Hey All: Just got back and catching up from my original post. Reading this statment:
"250's come with a 10000 GVWR unless they choose the HCTT package which makes it 10800 lbs. No 250 will have a listed GVWR over 10800 lbs."
My 2017 F250 Crew 4x4 which has a GVWR of 10,000 on the sticker. I have the HCTP and my payload is only 2225. Also just noticed the hitch on the bumper says 21,000lbs. So am at 10,000 or 10,800 as the comment suggests. Wish this was easier! I'm looking to get a 13,000lbs (gross) 5'er with a 1817 pin weight. Anyway I shake it, I'm over on payload. I'm confident it can handle it, but no matter what I do the payload will be over. Blah! Wrong truck. With that payload I'm probably better towing a bumper pull.
Sorry, I may not have made it super clear, but in this post that you quoted I was referring to my 2022. The GVWR’s changed for the 2020+ F250’s when adding the HCTT package. Your GVWR will be on the door jamb sticker. Here’s a picture of mine.
Also, I posted it earlier, but the payload on my 250 ended up at 3016 lbs! I’m pretty happy with that number (considering it’s with the 6.7), although I am towing a relatively light bumper pull and have no plans for a 5th wheel. We like the smaller campers so bumper pull will (likely) be all that we are interested in… Here’s a picture of that sticker.
Sorry, I may not have made it super clear, but in this post that you quoted I was referring to my 2022. The GVWR’s changed for the 2020+ F250’s when adding the HCTT package. Your GVWR will be on the door jamb sticker. Here’s a picture of mine.
Also, I posted it earlier, but the payload on my 250 ended up at 3016 lbs! I’m pretty happy with that number (considering it’s with the 6.7), although I am towing a relatively light bumper pull and have no plans for a 5th wheel. We like the smaller campers so bumper pull will (likely) be all that we are interested in… Here’s a picture of that sticker.
Thanks for clarifying. Mine is 10,000 GVWR and Payload of 2225. Pretty low and disappointing considering the HCTP, extra leaf, etc.
Thanks for clarifying. Mine is 10,000 GVWR and Payload of 2225. Pretty low and disappointing considering the HCTP, extra leaf, etc.
Yeah I figure mine would have been the same if I hadn’t added the HCTT package, and while that still would have been ok in my situation I was glad I decided to add it and get the higher numbers. Honestly though, if I wanted to pull a 5th wheel I would just prefer to go with a DRW. Many will (and have) said that is overkill, but for the past few years I pulled our camper with a vehicle that just got by… I’d rather just oversize the truck now… within reason of course.
My dream camper is a 25ish foot Airstream… so my truck will do fine!
Are you sure about that? The last time I saw the spring pack guide that someone posted, the 350 still had one more spring. The only 250 config that had the same spring pack was the F-250 2WD LB Gasoline HCTTP ... which, of course, is only available when delivered by unicorn-riding leprechauns. Maybe they updated the Spring Selection guide?
I'm not sure if the guide was ever corrected but as far as I know, in 2020, along with the increased GVWR of the HCTT package also came 5 leafs.
Originally Posted by chadstickpoindexter
The GVWR’s changed for the 2020+ F250’s when adding the HCTT package.
Would you mind posting a pic of your leaf springs?
Thanks for clarifying. Mine is 10,000 GVWR and Payload of 2225. Pretty low and disappointing considering the HCTP, extra leaf, etc.
Everything component that the HCTTP adds to the truck, diminishes the payload. It was my intent to buy a F350, but once I was told by my employer (they pay for my truck) that I had to stay in a Class II truck to avoid DOT requirements, I was faced with a decision. I could purchase a relatively stripped down F250 to maximize the payload sticker or I could just order the truck I wanted. I am much more interested in actual capability than the stated capacity on a sticker. I ordered my Platinum with the diesel engine, long bed, spray-in bed liner, High Capacity Trailer Tow Package, fifth wheel prep and every comfort, convenience and safety option available. Each one of those options made my truck more capable, more comfortable or safer. They also diminished my payload. I have shared this before....wait for it...
Winner, winner, chicken dinner! I have been on FTE for a decade and have yet to see another payload sticker this low, or even close. This should make all you guys with little sticker syndrome feel better. My ridiculously low payload number is simply the result of a mathematical equation based on the Class II 10,000-pound GVWR (a contrived number assigned to the truck so it would fit into a specific market segment) minus the actual weight of my truck. Capability and comfort are heavy! Stickers are light as a feather.
Do I wish I had a bigger number on my payload sticker? Of course. Does it keep me from using my truck in a manner fully in line with it's actual capability? Nope. Will my next truck (I pay for myself) be a F450? Probably. For now, this truck tows my 12,000 pound fifth wheel like a dream. I have towed many trailers with many trucks (1992 Ranger, 1999 F150, 2005 F250, 2006 F150, 2016 F150) and this is the best set up by far.
Winner, winner, chicken dinner! I have been on FTE for a decade and have yet to see another payload sticker this low, or even close. This should make all you guys with little sticker syndrome feel better. My ridiculously low payload number is simply the result of a mathematical equation based on the Class II 10,000-pound GVWR (a contrived number assigned to the truck so it would fit into a specific market segment) minus the actual weight of my truck. Capability and comfort are heavy! Stickers are light as a feather.
Do I wish I had a bigger number on my payload sticker? Of course. Does it keep me from using my truck in a manner fully in line with it's actual capability? Nope. Will my next truck (I pay for myself) be a F450? Probably. For now, this truck tows my 12,000 pound fifth wheel like a dream. I have towed many trailers with many trucks (1992 Ranger, 1999 F150, 2005 F250, 2006 F150, 2016 F150) and this is the best set up by far.
I was blown away when I first learned how low some F250 payload stickers could be considering my 2017 F150 scab 5.0 is over 2000 pounds. Seems some obey the sticker and others obey the capability of the truck.
I was blown away when I first learned how low some F250 payload stickers could be considering my 2017 F150 scab 5.0 is over 2000 pounds. Seems some obey the sticker and others obey the capability of the truck.
I towed a 7500 pound travel trailer with my 2016 F150 3.5 EB Max Tow that was well within it's "capacity" but at the very edge of what I would consider it's capability. I think it had a payload sticker about 400 pounds lower than my F250 but it was half the truck at best.
I'm not sure if the guide was ever corrected but as far as I know, in 2020, along with the increased GVWR of the HCTT package also came 5 leafs.
Would you mind posting a pic of your leaf springs?
Here ya go. From what I told (in another thread on this forum), this was 5 springs. But, it was the camper package that added the extra springs. The HCTT package only added the Dana M275 rear axle.
Here ya go. From what I told (in another thread on this forum), this was 5 springs. But, it was the camper package that added the extra springs. The HCTT package only added the Dana M275 rear axle.
Actually it is the HCTT that made it 5. The camper package(without HCTT) just adds that top leaf, making it a 4 leaf pack.
The only one of those the DOT cares about, assuming you are commercial, is enough tire load rating. The axle ratings and payload ratings are based on the tires originally fitted. If you change the tires, those ratings do not mean a thing. If you are not commercial, nobody is ever going to care about or check your GVWR or your GVCWR, ever.
I agree. If you are stuck with a F250...just throw some airbags or an add-a-leaf on it and treat it like a F350...because it is.
Actually it is the HCTT that made it 5. The camper package(without HCTT) just adds that top leaf, making it a 4 leaf pack.
I guess that is what the “Increases GCW on Diesel engine from 23500 lbs to 30000 lbs.” refers to then? It only mentions the axle upgrade. I figured it would have specifically stated it added a rear leaf spring like the camper package does.
Either way, I’m just glad I got it and know that my truck is plenty capable! 😁
I guess that is what the “Increases GCW on Diesel engine from 23500 lbs to 30000 lbs.” refers to then? It only mentions the axle upgrade. I figured it would have specifically stated it added a rear leaf spring like the camper package does.
The package increases the GCWR, I assume from the combination of parts (axle, leafs, reciever). It also gives you a 3" reciever rated higher than the 2.5". It's not a new package, and I don't recall it ever including the additional spring(s) in the package description.
What is new as of 2020 is the number of leafs. 17-19 the HCTT got 1 additional leaf over the standard 3 leafs that come on an F-250 (making it 4 total), 2020+ it increased to 2 additional leafs, making it 5 total. It's possible that had some influence on the increased GVWR with the package as well, who knows.
In your case, having the HCTT pkg, adding the camper pkg was like adding it to an F-350, it got you a rear sway bar, 1-up front springs and a camper certification paper.
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