Sounds like a perfect excuse to toss some big MT or AT tires on there...

 

I dunno...let me get the brochure...doesn't the Platinum have power running boards? Gigantic (and heavy) subwoofers? 10 way power captain chairs with heaters? Power fold mirrors, power tilt wheel, and power rear window? Add some extra sound insulation and I can easily see 186 lbs there...lots of electric motors.

My last pickup truck, a 1978 F100, had rubber mats and crank windows, weighed 3600 lbs, and a payload of 1600 lbs. But that was a truck that rode bumpy and was noisy inside, not a shiny limo in a giant truck suit

George

 

9600lb so im just within

 

So 10% of tongue weight with a 9600 lb trailer puts you over the GVW with no driver? I think that trailer weight is "max" trailer weight, just like the payload ratings.

If you weigh 200 lbs and pull 7000 lbs with 700 lbs tongue weight, you can't even carry an extra sandwich with you...and absolutely no passengers or cargo.... If you have four 200 lb guys in the truck, you are allowed 100 lbs tongue weight and NO cargo.

Man, this makes no sense. I'm sure that all of these weights are lowballed for an extra margin, but you are theoretically illegal with one passenger and your 7000 lb trailer...exceeding GVW.

At least you can pull more than a Focus, even if your payload is barely more

George

 

It is stupid when you look at it in more detail. My trailer weights about 7000lb so im well within my limits. But then again it's just me in my truck 99% of the time when my trailer is in tow. Plus my trailer aint loaded with 10% of that weight on the tounge. I knows its best to but most of my trailer weight is above the twin axles and i have never had a problem with towing. Im sure it will be even safer with the trailer sway control. But like you say if i put 5 people in my truck im over weight. unless i drive about with my hobbit friends. If fords figures are this low when looked at in detail. I wonder what the loaded ram cant take in payload.
Also what i cant figure out is a dodge ram with 20's and the rear coils and in a crew laramie is a 1850+150lb driver payload??? But it has a lot lower towing?? Im realy confused now.

 

I would be worried about insurance coverage for a minor fender bender if you had that extra sandwich with you.
My neighbor has a little 17 foot Roo weighs in around 3000lbs but with a 400 lbs hitch weight (with full propane gas tanks). That leaves only 500lbs for everything else. 200 for driver, 150 for wife, = 150 only for crap. Ouch!

 

well i have a gigantic subwoofer too in there. probably weighs all of ten pounds. i also have the bigger towing mirrors not the little powerfold mirrors and i have the power rear window. i also have the 10 way power seats with heaters. insulation-where? my point is the plat has no more weighty equipment than my fx4-only the running boards which i doubt weight 200lbs. according to amps site "they weigh one third less than common factory boards" my point is that although it seems that payload=gvwr-curb weight something isn't adding up. it seems that payload is much more a function of the tires/wheel combo.

 

Good point George. I just checked my '88 4x4 reg cab and the GVWR is 5450lbs. The truck weighs 3800lbs.

With that said, reg cab 1/2 ton F-150's are more heavy duty now than before.

When you employ heavier wheels and tires, add a longer frame for Scab / Screw and all the bling but use the same suspension, you are bound to lose payload and max towing abilities. This is nothing new, Scabs and Screws have dominated the road since the late 90's.

Tim

 

Even 7000 lb trailer your over rear axle guarnateed.

I weighed my 02 and the only way I could stay within rear axle limit is to not exceed @ 300lbs of hitch/tounge weight.

Tow ratings are meaningless for the most part.

 

Thats prob about what my tounge weight is powerkid. I dont put to much on the front just because of the way my trailer is laid out.

 

If its just tires, Ford should offer LT tires on the F150's 20 inch rims.

The 250 SD has 20's. They are a bit taller at 275-65 vs 275-55 for the F150.

Not alot of tire options at 20" though.

Tim

 

Ford puts LT tires, load ranges C, D, and even E on the 150. The heavy payload package gets the E rated tires in a 17" wheel size. I think there are some C rated 18's there somewhere.

But you lose ride quality when you go up in load ranges and pressures, and the truck will tend to shake itself apart more, get rattles, etc. Likewise, if you stiffen up springs for higher payloads, you lose ride quality. It's all a fine balance.

At some point, when you try to combine a truck with a limo, and then add the ghetto bling size wheels, you end up with a platypus...

I am honestly stunned that a big F150 only has 100 lbs more payload than a Focus....that is just wrong.

George

 

So let me get this right, if I order a new f150 with 20"s the payload drops to 900 lbs.. all due to the p rated rubber?

 

There are no LT tires for the current size ford uses on the 20"s. Thre are LT 285/55R20s which are slightly wider, but do fit on factory rims.

What matters is the axle limits, thats when ou'll be checked if your ever pulled over, or have to scale it.

BTW, my 04 Screw FX4 with me (220lbs) and half tank gas weighs min 6,400lbs. So 7,200 - 6,200 = 800lbs - Wife / kid (145lbs) = 655lbs less tounge weight trailer of min 800 pls = -245lbs never mind gear in box and rest of gas tank. So in other words... I beleive it now.

I was thinking about getting 20's and just adding LT rubber.

The only other truck with an advantage here is the Max tow 09 (formerly vortec max gms 07-08) as they are lighter than the F150 and have a 7,300 gvw. Not a HUGE diff, but probably 300-500 lbs I'd guess. IF your worried about legalities...

 

If you ever get scaled by DOT or other do they just look at the stickers and weigh the axles? What if you upgraded the tires after the fact do they get used in the new calc's? I guess for that matter what about the folks who do suspension lifts or upgrades?

Not that i've seen a lot of inspections for the average hauler, but interesting to know nonetheless.