I'm looking at purchasing a new F250. I'm trying to find out what the maximum gooseneck towing cap is. I've been told 14,500 to 15,000 by different dealers. I'm assuming Ford has built in a fudge factor in this number. Trailer dealers have told me that contractors pull 18,000 to 20,000 with no problems. Any thoughts from anyone. Thanks

 

The real tow rating for any vehicle is its gross combined weight rating (GCWR) less the actual weight of the loaded tow vehicle. For example, Ford’s sea level "tow rating" for my truck is 8,900 lbs. However, my truck weighs 7,000 lbs with options, passengers and the usual stuff, and, with a GCWR of 15,000 lbs, that leaves me with a real tow rating of 8,000 lbs.

The GCWR should be reduced by 2% for every 1,000 ft in elevation. In Denver, that would be a 10% reduction to 13,500 lbs,, which would reduce my real tow rating to 6,500 lbs.

Now, back to your situation.

The maximum factory tow rating for a 250 is 14,500 lbs. This is for a base model 250 XL (no options) regular cab long bed 4X2 with the V10, auto or manual transmission and 4.30 rear axle driven by a 150 lb driver and carrying no other passengers or cargo. The tow rating must be reduced by the weight of any options, other passengers, a heavier driver, and any other stuff. Its GCWR is 20,000 lbs.

A related issue with the 250 is its gross vehicle weight rating (GVWR) is 8,800 lbs, regardless of configuration. In other words, the 8,800 lb GVWR applies to the regular cab 4X2 XL with a gas motor as well as to the crew cab 4X4 Lariat with a diesel. However, since the bigger truck weighs more, it can carry less…

For a 250 that weighs 6,000 lbs loaded, that’ll leave 2,800 lbs of cargo capacity. If the pin weight of trailer is 25% of the trailer’s weight, that limits the trailer weight to 11,200 lbs. Hooking an 11,200 lb trailer to a 6,000 lb truck equals 17,200 lbs total weigh without exceeding the 250’s GVWR.

So much for the 250’s 20,000 lb GCWR…

Since you seem to be concerned with towing large, heavy loads, I suggest you consider a 350. Its GCWR specs are the same as the 250, it costs only ~$500 more than a 250 once you factor in the included tire upgrade, it weighs literally only a few pounds more than a 250, and the SRW model GVWR is 9,900 lbs – a 1,100 lb increase over the 250.

Also, get a copy of Ford’s RV and Trailer Towing Guide from a dealer. It has all of this stuff in it. And, the next time a dealer tells you something like, "Shee-yut, Boy! This ol’ truck here’ll pull anythang!", just turn to pages 14 and 15 and have them read the sections on not exceeding the GVWR, GAWR and GCWR.

Good Luck!

crewzer

 

The April issue of Trailer Life magazine has an article about Fords new tow ratings. To be legal, you need to go by the gross combination weight rating (gcwr). The old rating was 17000 lbs. The new ratings for 2001 1/2 250/350's is 20000. Subtract the weight of your vehicle, with occupants, tools, etc, and that gives you the net tow rating. My '99 4X4 EC V-10 weighs 6800 lbs. Subtract that from 20000, and that leaves a net of 13200 that you can legally carry. Keep in mind that DOT's from all states are starting to crack down on light to medium towing rigs, based on gcwr. Hope that helps. HeyVern

 

The TL article only applies to an increase in the tow ratings for tag trailers. For properly configured vehicles, the "tow ratings" were increased from 10K to 12K (or was it 12.5K?).

This rating is indeed subject to the limitations of the vehicle's GCWR. The GCWR ratings did not change, however. For a V10 with a 3.73 axle, for example, the GCWR was 17K and it's still 17K. The highest 250/350 SRW GCWR remains 20K.

 

Crewzer, the gcwr on my truck was 17000, even though I already had the auxilary springs. The new rating is 20000. The "travel trailer" tow rating was increased to 12,500 with the auxilary springs and an upgraded class IV or class V hitch. The gcwr is gcwr, period. This new rating means an increase in 5th wheel and gooseneck weights.

 

[font size="1" color="#FF0000"]LAST EDITED ON 10-Apr-01 AT 11:01 AM (EST)[/font][p]Heyvern,

I see where the TL article implies that the V10/3.73 combo GCWR has been increased to 20,000 lbs. I suspect that's a typo, since there were no changes made to the SD drivetrain.

The addition of the springs and the higher rated receiver is not enough to justify increasing the GCWR. Take a look at the 350/450/550 chassis cab specs, for example. Even with the heavier duty chassis and components, those vehicles equipped with a V10, 3.73 and AT are still rated at 17K GCWR.

Judging by TL's test reports, that type of mistake wouldn't surprise me. They regularly cite incorrect specs, and, despite their business niche, they don't seem to understand the recreational perspective of GVWR and GCWR particularly well.

It'll be interesting to see what the ratings are in the new 2000 1/2 RV and Trailer Towing Guide. I tried to get one from my dealer, but they didn't know what I was talking about.

And, that didn't surprise me either.

Regards,
crewzer

 

If you'll look at that article, the new rates apply to 2wd and 4wd, all cab styles, 3.73, 4.10, and 4.30 axle ratios, both V-10 and powerstroke engines. That may be the part you are missing. 5.4's do not apply. You MUST have the auxilary rear springs. Also that 25% pin weight is a maximum. As little as 10% is acceptible. My truck weighs 6800 lbs. This leaves 13,200 net tow rating. even using 15%, 2000 lb pin weight means I can pull a trailer at the 13,200 lb mark. gcwr does not distinct between pull type and 5th wheel type trailers.

 

I'll believe it when I see it in the new Guide. If it's there, I'll apologize to both you and Trailer Life.

regards,
crewzer

 

Heyvern,

As I suspected, the TL article contains a misstatement. An aquaintance reports page 19 of Ford's new 2000-1/2 RV & Trailer Towing Guide clearly shows the V10 & 3.73 GCWR remains unchanged at 17,000 lbs.

Be safe...

Regards,
crewzer

 

You are correct. The 2000 1/2 towing guide states 17000 lbs., but the 2001 1/2 states 20000. Why do you find it so hard to accept progress? What do you have against TL?

 

Quote: "The 2000 1/2 towing guide states 17000 lbs., but the 2001 1/2 states 20000."

I don't understand the point...

The issue is not my difficulty with progress. The issue is that I believe TL has made a mistake, and you don't. As I said before, if it turns out you and TL are correct, I will publicly apologize to you both on this forum.

My view is that TL is mistaken in their unquestioning advocacy of manufacturers' tow ratings. These specs are often cited in their test reports. The tow ratings are usually based on minimally equipped tow vehicles occupied by a 150 lb driver and no other passengers, cargo or accessories.

I just don't think this is a typical scenario for recreational towing. The weight of a minimally equipped vehicle can increase by 1,000 lbs or more once factory options, after-market accessories, a family of four, luggage, toys and other stuff is added. This amount must be deducted from the factory "tow rating".

Similarly, trailer tongue weight is weight carried by the tow vehicle. I've yet to see a TL article that discusses the impact of tongue weight (~10% of trailer weight), options, passengers and cargo on a tow vehicle's GVWR.

I've read TL for years, and I'm a current subscriber. I just think their test reports simplisticly imply certain tow vehicle and trailer combinations are appropriate, when, if they were to do the math appropriate for typical recreational towing, they'd find that the test combinations will often exceed the tow vehicle's GVWR, the GCWR, or both.

Regards,
crewzer

 

Crewzer, your point is taken, but TL has ALWAYS stated that extra weight, such as passengers luggage, tools, etc must be taken into consideration when figuring the GCWR. If you really get down to it, the phrase "tow rating" is really a mute point, when it comes to figuring the net tow rating. You are absolutely correct when you subtract the total weight of the tow vehicle from the GCWR, you get the net tow rating. You seem unwilling to accept the fact that Ford has re-rated there older model Super Dutys from 17000 to 20000 GCWR. Example: My trucks original GCWR was 17000. The total weight with driver, tools, and a full tank of fuel is 6800. With an 8800 GVWR, this leaves 2000 for hitch pin weight. A trailer with a 2000# hitch pin weight (15%) left me with a trailer weighing 13300#. Of course this put me at 20100#, 3100# over the 17000# GCWR. With the new GCWR, I would only be 100# over. According to my sources at Ford, TL has not misstated, generalized, or misread any of Ford's press releases, so that is not even due discussion. Does that help you understand any better?

 

Is it that Ford has retroactively restated ratings for
older vehicles, or do the newer specs apply only to the
newer vehicles? I would tend to believe the latter.
For example, the PSD delivers 250 bhp (AT). That does not
retroactively apply to vehicles prior to the late 2001
models, which were rated at 235 bhp (AT).

'01 350 PSD CC 4X4 LARIAT / '00 LAND ROVER DISCO II CCP SRP ACE

 

The correspondence states, "no changes were made to the powertrains or vehicle platforms to arrive at these new ratings". "Owners of earlier model Super Duty pickups and Excursions, fitted with the powertrains listed above (ALL F250 and F350 Super Duty pickups, in all cab styles, both 2WD and 4WD, 6.8 liter V-10 gasoline and 7.3 liter V-8 Power Stroke diesel engines,3.73:1, 4.10:1, and 4.30:1 axle ratios as well as similarly equipped 2WD and 4WD excursions)can effectively re-rate their existing trucks by replacing the original 10,000 pound rated Ford hitch reciever with the newer higher rated equipment. The re-rating also requires the use of the auxilary spring package (included with the Camper,Heavy Service suspinsion,max front gawr, and Snow Plow packages" "All of the Super Duty pickups and Excursions listed here now have a 20,000 pound gross combination weight rating (GCWR)" I do not have a scanner but I can fax a copy of this to anyone interested.

 

The engine horsrpower has little to do with pull power. Torque is where the pull power is. A good example is, one of the cummins, in the freightliner medium hauler, has 275 hp but a whopping 800 lb ft of torque. Trailer Life magazine did an article on how different manufacturers arrived at their towing capacities. Very interesting. I can't find my copy of that, and I don't remember the formula, but Ford and Dodge use similar figures to rate their trucks. They usually deduct about 15% of the "honest" tow weight they come up with. Chevy doesn't. I believe that Ford is now rating their trucks similar to the way Chevy does. Rest assured Dodge will follow suit. Trucks haven't changed, much, only the numbers.