Hi 👋 new guy here although I’ve been lurking for over a decade.

I recently ordered a 2022 F350 from my local dealer, however I realized I didn’t want to deal with the extra fees and BS in my state for being a 1 ton so I called and had it downgraded to a F250, speced as close as possible. I did this with the understanding that they are basically the same truck besides rear springs and perhaps rear axle? I ordered it with the 10k gvwr and camper package (I’ll include my order sheet below).

My question lies in the payload capacities, according to the Ford guide the F-350 11,300 gvwr truck has a max payload of 4,230 , while my F-250 10,000gvwr has a max payload rating of 3,210lb. Now I know these ratings will actually be lower because mine is a lariat instead of stripped XL, but what are the exact mechanical differences between these two trucks and what do you recommend to close the gap? I plan on buying a 5ver in the future and want to know how much pin weight I can really handle. I know the sticker won’t reflect it so I could be in legal trouble if I get in an accident, though I likely won’t exceed it (with the 5ver pin weight at least, cargo and people could easily push it over) but I’ll feel more comfortable creeping right up on it if the truck has extra margin.



Pertinent build summary so you don’t have to scour my sheet if you don’t want to:

2022 Ford F-250 CCLB 4x4 7.3 4.30 lariat #10,000lb gvwr +camper package. Heavy alternator 397 and towing package.


Also thanks for reading and any advice!


I also have done lots of searching on hear and elsewhere before I started this thread but I didn’t find quite what I was looking for. I apologize for being the 4 bajillionth user to ask payload questions. 🙏

 

One advantage of the F350 is the 10R140 transmission is standard, optional on the F250.

 

Oh, see I thought it was 6.2 gets 6 speeds and 7.3 and 6.7 share the same 10 speed regardless of 250/350 badge. Interesting. (Goes to build new truck on fords site) Seems you can’t even option the 6.2 with the 10 speed on a F-250, it forces you to get the 7.3. Like you said standard 10 speed with the f350, even on the 6.2. I bet that’s a rather rare combo.

 

First, the "legal trouble" thing is nothing more than an internet myth. Nobody will ever "check your stickers".

The main difference between the F250 and F350 is one leaf in the rear springs. If you order the high capacity trailer tow package on the 250 you get the F350 springs but it bumps your GVWR from 10,000 to 10,800. If the threshold you are trying to stay under is 10k you have two choices. Order an F350 and the 10,000lb derate option, it will come with the heavier springs still, or order the F250 which comes with the 10,000 ln rating and just don't worry about the sticker and add airbags if the rear end drops too much with your load. the trucks are pretty much identical. The above mentioned 10R140 comment ONLY applies to the 6.2L V8. The 7.3 on your order comes with the 10 speed in either the 250 or 350.

I find it hard to believe you couldn't find this topic with the search. The search must REALLY suck as this has been discussed a hundred times here....

 

F350's over 11,500gvwr have hydroboost brakes also.

 

Not much you can do in your order to increase capacity of your F250. The High Capacity Trailer Tow package configures the F250 similar to the F350 but is only available with the diesel.

You could look into after market rear suspension components to increase capacity but, as you said, you will be exceeding the registered weight of your truck. Unlikely that you would actually be weighed.

What size 5th wheel are you considering? It will have to be a light one, like less than 12,000 lbs GVWR to stay within your stock payload.

Are the 1 ton issues just registration costs or are there other issues. The cost to upgrade your truck may be higher than the registration costs.

BTW, if planning on pulling a 5th wheel you should add the 5th wheel prep package to your truck.

 

I believe you would be around 2600-2800 payload. 6430 rear gawr at 65psi in a 125 rated tire that would be typically optioned in a lariat.

I would air up the rear tires some when 5th wheeling to add some capacity there.

 

As someone who towed a 5er with a sliding hitch and a F-250 CCSB 6.7psd and the HCTT package, I hate to say it but you will likely eventually regret your decision.

I would go with the 350 and the derate option.

You will want those extra springs!

 

Have one in the driveway, 2021. It’s well suited to the 6.2L.

Re my original post, should have clarified that the 7.3L & 6.7L ps in both 250 & 350 have the 10R140 standard.

 

OP, to answer your question. The two mechanical differences will be one rear leaf spring and the brand of rear axle since you ordered 4.30s and the camper package. The F250 will come with a (well proven) Sterling rear axle while the F-350 would come with a Dana 275. (The Dana has had a few recalls since being introduced.)

 

Actually if you do things legally in Nevada (as a resident), yes, they will check your stickers. To legally tow greater than a 10K pound trailer you need a special endorsement. If you are over 26,001 you need a Class A. One of the first things they do is check you stickers (and owners manual) to ensure you are not overloading your truck. They will also male sure you get the correct DL or endorsement.

Although I have never heard of it there is also the very slim chance if you are in an accident while towing the Insurance company could look at your license and if you are not legally licensed tell you to hit the road. After all they are in the money making business, not the money payout business.

Lastly, I have never heard a 350 owner say "Gee, I wish I had bought a 250" but have heard more than a few 250 owners say they wish they had bought a 350. If you are planning on 5er just realize they are getting as bloated as the Super Duties with extras and are weighing a bit more these days. My 39ft Toy hauler has a 13.5K empty weight and a GVAR of 17K. The last time I went across the scales with my 08 350 and trailer I was nearly 25K pounds. So now I am waiting for a new 350 DRW.

It sucks how some states treat 1 tons trucks as commercial rigs.

bob

 

For an RV you need a special endorsement? Commercial I understand but if you are not for hire I have never heard of this.

This one IMO is the biggest internet fallacy commonly espoused. I and many others have asked to see actual stories of this happening and I have yet to see one. This right up there with getting sued for negligence if over the sticker number. Keep in mind that even in the eyes of the DOT it isn't he sticker but the tires ratings they will concern themselves with. Insurance companies are contracted to cover your errors, stupid or not, that is what you pay for. I have never seen such a disclaimer in a policy and I thoroughly checked mine. I know guys who have been drunk and driven into a lake and insurance bought them a new truck. There are a million other stories like this and a 30 year insurance adjuster recently posted on this forum stating this is not an issue.

I will refrain from any more comments on this as it just ends up getting ridiculous when the sticker police show up. I agree that getting a 350 instead of a 250 is a no brainer. Get the derate option if your states politics dictate but have the actual capacity.

 

Sadly, yes. Not just RV, any trailer over 10K. Once you hit a combined weight of 26,001 lbs you need a non-commercial Class A. Most states that do this set the 26K as their transition point.

Just another way to increase revenue IMO. Much like the states that treat 1 ton truck as commercial and assess a weight fee and commercial fee, like AZ.

https://rvshare.com/rv/do-you-need-a...to-drive-an-rv

bob

 

If the main difference is the rear springs I can beef those up to 350 specs and have nearly the same truck correct?

I’ve seen the Sterling axle gets plenty of love on the tremor forums, but does it have a lower carrying capacity?

I am very aware of how porky those 5ers get especially in pin weight, I was going to get a dually but I don’t tow often enough to live with it. I’ve always been a “top half of the tank, bottom half of the capacity” kind of guy so I’m just looking to maximize the capacity within reason for daily use then I’ll rv shop accordingly. Thanks for the input. I hope your 350 wait isn’t to long.

Exactly, I’m in AZ and for some reason regardless of gvwr (as far as I can tell) if it’s labeled as a one ton it gets extra FU fees.

 

Can you beef up the rear springs? You may not need to but yes you can order a 350 and 10,000 gvwr derate or stick with what you have and add airbags. The cclb 350 would also get a brake upgrade if you get the 18 of 20 AT tires.

You should have the same dana axle in the 7.3/4.30.

You should air up your rear tires to close to max when 5th wheeling and monitor it.

As far as the laws you could order a 12k ish gvwr trailer and have them tag/register it at 10,000. I think the truck would weigh in the mid 7000s by itself so you could avoid going over 20k gross that way.