The F350 DRW and F450, both with GVWR of 14,000 lbs always pencil out to the F350 having greater payload on paper.

But isn't that math driven by the fact that they both have a false low "fake" GVWR in order to game play with Uncle Sugar's commercial vehicle rules?

They're both derated, and even though the added beneficial parts on F450 are heavier, they have to work out to greater capability do you think?

Therefore, with the added benefits of (1) stiffened front frame section (2) larger rear half shafts (3) commercial wheels and tires, and (4) a 4:30 rear, all of which are on the F450 and unavailable on the F350 DRW, isn't it a very reasonable conclusion that F450 HAS to have greater ACTUAL payload than F350 DRW?

 

This constantly comes up on the internet.
Think about this, the extra weight of the heaver tires, wheels, brakes and axles are all unsprung.
Meaning the truck carries none of that weight.
So it both trucks where at max GVWR the F350 would have more weight on the frame and springs than the F450, so it is not the frame and springs that are the week point.
so how does a manufacturer come up with the ratings?
I don't know all, but if you look at the SAE tests for towing, they use a pass/fail with the GCVWR selected FIRST, the test does not establish the numbers, it only verifies that it meets a certain standard, like makes is up a pass under a certain time (DRW trucks get a lot more time than a SRW in the test).
next, it easy to calculate static load on a vehicle, it is a lot harder to get dynamics loads.
Even with the best calculations all an engineer can do is GUESS how and where a truck will.br driven.
14,000lbs at 80mph on rough, uneven roads is a lot different that 60 mph on smooth highway.
So when they rate the14,000lbs at what speed and road conditions it that at?
I have a 2018 F450 with a very heavy Eagle Cap 1200 camper on it.
I sometimes towed a 24' travel trailer behind it.
I am usually at about 17,000lbs on JUST the truck with the camper and everything and everyone loaded up.
Truck does great and feels solid and secure.
I even believe since the empty truck stopping distance is limited by traction, the loaded F450 stops better than an empty one.
From my research, the door sticker is not a legal max for a pickup.
What would be legal max for most pickups is the TIRE weight rating on an axle.
A stock F450 is good to 15,000lbs on JUST the rear axle, add about 8,000lbs for the front axle and legal limit is about 23,000lbs.
lastly, if you look at GCVWR, the F450 is higher than even the F550 with the max tow package.
I am sure there will be lots of opinions and people saying everyone in a 5 mile radius will die if you load a F450 over14,000 lbs, but myself, and several others do it constantly.

 

Nothing here to believe in. Both trucks certified by the manufacturer at 14,000lb GVWR and the F450's curb weight is more than the F350.

From the very little public knowledge we have of weight ratings on individually equipped parts, no one knows how far past 14,000lbs you can go before you hit the mechanical limit of the weakest link.

 

To answer your question, no one believes the GVW is 14,000, did you? Of course not.

The real question is why they derated the 450PU....... That's the question.

( And let's not circle back around to insurance every time)

Also look at the history of the 450, the 1st ones were far more capable than the current generation.

The 250/350 keep increasing GVW while the DRW remain static or get lest.

 

I agree that it is not logical.
But it's a payload number on a sticker that in my opinion is bogus.

 

Nope. Same as my F250 that comes built more capable than some 350’s. It’s just not true, but it’s what Ford spec’d them at. Like mentioned above though, how much more is a good question. With my truck I know it’s up to (at least) what a 350 in my same build is spec’d for. How does the 450 compare to the 550? I figure there are some changes there that may be pretty big, but I’m not familiar with those at all.

 

Discussions that include a 450 PU vs 450/550 I really not relevant. There are some major differences.

The C&C class are built for different users in the commercial world.

 

Thats what I figured, but wasn’t sure.

 

Are we talking warrantied payload, legal payload or maximum payload? They all have different answers.

 

Actual ability.

 

But, what will generally happen is the weakest link will not last as long as it should.
Even a truck load to just under max GVW will wear out brakes, springs, shock, transmissions and even engines faster than a truck loaded to half of max GVW.
It won't nessarly BREAK something, it just won't last as long.
Ford even states in thr manual that going over thf GVWR can void the warranty.

 

No doubt, running a vehicle at the vehicles actual max capability will still work but things will undoubtedly wear out faster. But if a vehicle is derated the max isn’t really the max. Folks used to (maybe still?) be able to get 350’s derated to 10k. That’s doesn’t mean that 10k is its actual max rating. The truck is way more capable than that.

 

My main comment is always, when it comes to safety, the DRIVER is the most important factor. A good driver can drive a truck in a manner that will keep in in its physical limitations even when "overloaded", while an unsafe drive make an empty truck a danger to everyone around them.
If you drive a HEAVY truck like it is heavy, you are probably just as safe, or safer, that most of the trucks out there.
We all see the lifted, modified, 250 with 37" tire with a lifted 5th wheel toyhauler going 20mph over the speed limit zigzagging around traffic as if he has to prove something.

 

The F-450 pickup is registered as a Class 3 truck, so maximum GVWR for a Class 3 vehicle is 14,000 pounds. Thats the answer to the question. The F-350 is a Class 3 truck Max, but the F-450 is actually a Class 4 when in chassis configuration with a GVWR of 16,000.

With the 19.5 wheels and tires, the F-450 pickup is quite capable of 16K, but is derated for those who want to Hotshot, and stay under the 26,001 CDL qualifications. 14K + 12K trailer and they are all set.

F-150 Class 2A
F-250 Class 2B
F-350 Class 3
F-450 pickup Class 3
F-450 Chassis Class 4
F-550 Chassis Class 5

and so on.

 

Same rear springs as the 350 does not help its case. Definately cant compare directly to a chassis cab...

Its kinda of the ugly duckling mix of a 350 pickup and a 450 chassis cab. Would be cool if they offered a 15000 gvw option with different springs for those of us that can deal with the licensing issues the potentially arise. Or in a supercab! I almost went chassis cab for that alone, but didnt like the idea of the **** poor ride. licensing is not an issue where i live.