Hi All,
I am new to the forum. If I mess up anything, I apologize.
I currently have a 2011 F250 SRW Crew Cab 4x4.Short Bed. Payload on the door jamb says 2213 pounds for passengers and cargo.
I am considering the purchase of a new 2020 F350 SRW 4x4 Crew Cab.Short Bed .
Ford's Payload Chart shows GVWR and associated PAYLOAD.
HOW does Ford achieve the higher Payload numbers with the various GVWR? ARE There PHYSICAL DIFFERENCES? Or something else?

 

They payload is simply the GVWR - the weight of the truck. The more options you have the heavier the truck so the lower payload. ie. XL will have higher payload than Limited.

 

Welcome to the forum.

Payload = GVWR minus Curb Weight.

The GVWR varies depending on the axles, suspension, wheels and tires of a particular truck configuration. To complicate things, the GVWR of a truck may be artificially derated to meet certain State's registration and/or insurance thresholds.

The curb weight of the truck will vary depending on how the truck is equipped.

Hope this helps.

 

I think the 350 srw comes in 12,400, 11,900, 11,500, and 11,300. The differences is motor, cab/bed configurations, gearing, and wheel/tire options (some only available on 4x4).

There may be a lower one for XLs with 17 inch steel wheels. Gearing can affect the 7.3 gas rear axle unit installed.

You can derate from a higher number to 11,400 or 10,000 if applicable.

 

It depends. . .

In a basic sense, yes there are differences in components: Axels, tires, springs, brakes, etc. that make up what the truck is capable of.

Then comes the paper game. For various reasons, taxes, licensing and so on, some trucks have their payload derated on paper. In other words, for example, two identical trucks might be built, both physically capable of the same loads. But one with 11,400 GVWR on the sticker and one with 10,000 on the sticker. The 2nd one can't legally carry the same load as the first. Once the OEM puts that sticker on the truck, it is near impossible to change it to regain the legal capacity lost to the derate.

 

First, I want to say THANK YOU

 

AND, I also Think I understand it now.. First, depending on how you equip your truck, and Second, the government sometimes plays TAX games.

 

Basically yes. Say you have a F350 crew cab 6.7 diesel xlt and the GVWR is 11,500lbs and the curb weight is 7500lbs. Your payload capacity is 4000lbs. Take the same truck in Platinum trim and the curb weight is 8000lbs. So your payload capacity is now 3500lbs. All those bells and whistles add to the curb weight so the payload capacity is reduced.

Now... in order to get away with paying lower registration and not having to jump through other hoops in certain states, both of those truck can be ordered with a 10,000 lb GVWR. ABSOLUTELY NOTHING on the truck changes EXCEPT the sticker on the door. So the first truck is now 10,000 GVWR minus 7500 curb weight to equal a payload capacity of 2500 lbs, and the second truck is 10,000 GVWR minus 8000 lb curb weight for a 2k lb payload capacity.

It’s the exact same truck with the exact same capability, but the numbers are changed for registration purposes.

If you Really want to open a can of worms, start a thread asking if you can Legally carry over your payload capacity if the truck technically has the capability.

 

I'm not trying to start a weight police argument, but this is legal.

Add the axles together and register the gvwr at that number.

Weigh the truck the way you typically use it (without anything you intend to carry as payload, like a camper, etc, but with a full tank, the normal tools and passengers you normally carry, etc) and subtract what it weighs like that from the registered gvwr.

That is the current legal payload. This number fluctuates constantly as you use fuel, drop off or add passengers, add groceries, etc.

Don't exceed the registered gvwr, the individual axle ratings or tire ratings and you are legal.

All of this assumes the tires are rated at least as much as the axles. Tires rated higher than axle rating is better.

 

Your response does nothing to answer the OP's question and only serves to start a weight police argument which you wrote is not what you want to do. If the OP asked a "is this legal" question, then your response would be helpful. Instead it just creates confusion.

 

I know this was confusing when I was purchasing my tremor.

After lots of research and digging, it was concluded that a F250 and F350 tremor are exactly the same truck. (axles, diff, suspension, frame, etc) are all the same. The only difference was the sticker.

 

I came across a document from Ford's 'eSourceBook' w/ the 2020 Specs (which I will try to attach here), and in it on page 56. the Rear Axles info is as follows:

F250 - Ford Sterling M275 Axle rated at 6,200#
F350 - Ford & Dana rated at 7,280#

On p. 60, with the spring specs, all of the F250s (with the exception of a 4x2 Gas 176.0" Trailer Tow Heavy-Duty) and the F350 with the base 17" wheels (per the footnote), get the same springs rated at 6,340# @ a thickness of 4.71". All other SRW models of the F350 w/ 18" and 20" wheels get springs rated at 7,230# and a thickness of 5.15".

As far as I can tell, these differences in the rear end are the only things different between the F250 and F350, though I do recall watching a YouTube video of a Tremor test-drive at a Ford event where the Ford engineer mentioned that the F250 and F350 Tremors have the same springs, and I think he said the F250 gets the springs from the base F350, which I'm taking to mean the base springs of the model w/ 18" wheels, or the 7,230# springs. I don't know if that also means the F250 Tremor gets the axle from the F350, as there's nothing in the doc to indicate this. The only mention of 'Tremor' in the document is for the wheels, though I think 'ORV' in the weight charts refer to it.

I also want to note that this is mentioned in the footnote of the weight charts in this document -
FWIW, I ordered a 2021 Tremor F350 7.3L Lariat Ultimate w/ Gooseneck prep, Ultimate Tow, and w/o Sunroof. The max spec payload on this F350 config is 4230#, and my dealer is expecting a payload rating of 3960# on this particular truck (spec payload - weight of options ordered). The F250 7.3L Tremor specs out at 2,880 max payload, so assuming the same weight of the options, the same config would have a max payload of around 2610# in an F250, I think.....

Edit - Try this link if the PDF didn't attach - https://madocumentupload.marketingas...fb6b7&v5=False

 

The rear GAWR on my 350 Tremor with 7.3 gas is 6,950. No idea where that number comes from. My truck is a King Ranch with same options other than the sunroof and my sticker is 3650... the 7.3 comes with a 11,300 GVWR.

 

I know 17-19 F250s could have the bigger rear end if certain packages, such as the high capacity tow package, were ordered. So I could see something similar being carried over to 2020+ models.

 

Hmm... The axle ratings, spring ratings, and wheel and tire ratings all point to having a higher rear GAWR than that (except maybe factory tire pressure? Max rating for the tires is at 80psi, but don't the tires run at 65# from the factory?) Oddly, if you have the same options as I've ordered, the difference between your GAWR and the rear axle spec and the difference between the GVWR and the Cargo Rating on my truck is almost identical (~280#), almost as if Ford just subtracted the option weight only from the rear axle rating on your truck ???

The sunroof is a 99# hit on payload, btw. King Ranch and Lariat both have identical package weights at ~81#, though interestingly, the Platinum pkg is only ~15#. Lighter leather in the seats?