Actually 1.25M pounds. But stopping it would be the problem.

 

Thanks for that link.

 

And I believe that /Dave is correct in his statement here. I had a discussion with another gentleman on axle ratings in another thread in this forum.
I had read that the DANA M300 was rated from DANA at 16000 lb, which is correct.....in a way.........the small print says “up to 16000”!!!! Ford rates it at 9900 lb, I believe. So, in a Super Duty..........9900 is it.

The door sticker IS what the axle is rated.

 

I would say right and wrong here guys. The axle rating is not necessarily an engineering number... but lets back up to the beginning. It's not just the tires that limit the GAWR it's also determined by the springs Ford uses (on the current gen SD). Now, lets look at the 2011-2016 generation because it's the simplest to analyze though. That generation could be ordered with the identical rear axle, springs, and tires between the 250 and SRW 350. (The only difference in some years was the spacer block under the rear springpack but that did not affect load capacity.) Interesting thing was, the identical rear GAWR setup in 250 was derated just like the GVWR of the 250. I can't remember exactly (and am too lazy to look it up) but it was close to 1000# different for no engineering reason at all. Just like the GVWR was derated from 11.5k to 10k without an engineering reason to do so. To put it plainly, in 2016 when both trucks got the same spacer block, an F250 with the camper pkg was 100% identical to an SRW 350 but for the badges but many ratings between the two were different. The same applies to the 10k de-rate package on the SRW 350 that is available for folks in certain states to save money on registration fees. Same truck, different ratings. For 2017 forward, there was finally one difference between the high capacity tow package 250 and the SRW 350. One leaf in the rear spring pack. So, I guess what I'm trying to say here is that sometimes GAWR is not set from an engineering standpoint. So, on a 250 for example, all you need to increase it (not legally but practically) would be to increase the rear tire pressure to 80 psi.

 

Ye sir, you are correct. Ford builds these trucks to sell. They manipulate those numbers for sales reasons. In some states that 10,000 lb number triggers a higher tax bill. And in NY the F350 badge triggers an automatic Commercial vehicle rating and they charge a lot more at the toll booths. At least that was the case in 2008. Otherwise there would be no reason to badge a SRW F350, it is the same truck as the f250. Go on the ambulance build sites and look it up. Might be some minor difference in spring pack but for hauling and towing purposes not enough to make a real difference.

As I recall the OP was saying that the 10,000 rated trucks should not pull "most popular 5th wheels". Sorry sir, but I found that all the 10.000 rated trucks had a cargo rating of 3200 lbs or more, mostly more. There are dozens of popular fifth wheels that have a low enough hitch weight for that application. a 12,000 lb trailer has a pin weight of 2000 (17%) or less. That leaves 12,000 lbs for whatever. Even if you pack it to the hilt to 14,000 ( pin wt 2380) there is still 700 lbs of cargo in the truck. And if you want to be heavier than that there are lots of after market remedies available. It should also be noted that how you load the trailer can impact the pin weight but I won't get in to that. The people building trailers are not dummies. They know what trucks are out there and they know that when you get where you are going you have to drive the truck. So, the smaller the better. I have been pulling a fifth wheel for 20 years and I promise there are tens of thousands of fifth wheels out there being pulled nicely with 3/4 ton trucks. If you will look back on this thread you will find a picture of my Mobile Suites behind my F250 Shorty. I ran this rig for a year without a problem. Admittedly it is not nearly as comfortable as using my dually but neither is it dangerous. Mods to the F250 were air bags, Rickson wheels and 14 ply tires (not shown in pictures) and a full set of gauges to monitor that beautiful example of American engines built without government interference, the 7.3L. Now I'm going away to hide because I know better than to get involved in weight threads. I just couldn't help myself.

 

Look up the payload cap for a crew cab 4x4 long box diesel f250. Its significantly less than 3200 lbs. Thats the problem. Payload is specced as GVWR (10K for a 250) minus the weight of the truck. So single cab 2WD has significantly higher payload based on that calculation.

 

I just left the site but didn’t get a link to post. Google ford truck weight capacities. F250 cc. Had several depending on wheel base and drive but lowest pay load was 3100. Highest was 3800.

 

I just left the site but didn’t get a link to post. Google ford truck weight capacities. F250 cc. Had several depending on wheel base and drive but lowest pay load was 3100. Highest was 3800.

AS ONE OF MY HS TEACHERS USED TO SAY - BACK UP THAT STATEMENT WITH ACTUAL INFO.
VISIT A LOCAL DEALER AND PEEK AT HIS INVENTORY DOOR JAM STICKERS.

And remember, these newer trucks are aluminum = where its' lesser weight = greater cargo.

 

You have to actually weigh your truck and subtract it from the gvwr. The rated payload doesn't include any passengers, fuel, cargo, etc which all take away from the payload.

Case in point, my 05 f250 weighed about 8500 lbs with me in it, and with a 10k gvwr, I had 1500 lbs left for my campers pin weight.

 

The payload already takes into account a full tank of fuel. 48 gallons of fuel adds up on my truck.