https://www.fleet.ford.com/showroom/...trp18Aug07.pdf

the above chart list it at 12,500

 

There are two weights we are dealing with.

From the reciever 12,500 lbs.
5th wheel for the the PSD, crew cab configuration, 3.73 gears 4x4 is 15,200. I know because my 5th is 14K.

 

That is why I always refer to charts.
Everybody is thinking different things under the ratings.
Your truck still has about 23,000 GCWR. With 14k 5th wheel you have 9k for the truck, fuel, occupants and personal stuff.

 

The OP is probably thoroughly confused by the variety of answers. To help, let me explain that various people have answered different interpretations of your question.
Specifically:

- Can it do it?
- Can it do it safely?
- Can it do it comfortably?
- Can it do it a lot without causing excessive mechanical wear and failure?
- Can it do it legally?

Many of us have grossly overloaded (from a legal standpoint) our trucks once or twice and gotten away with it by driving extra cautiously. I know I have... But doing so is not without risk. There are short term and long term risks. Braking distances can get pretty impressive. Handling gets a bit vague. Shocks and springs are overworked and lose ability to control body roll if you need to perform an emergency evasive maneuver. Transmissions get worked hard and get HOT. Differential temps go up. Wear and tear on all parts of driveline and suspension parts go way up, shortening lives. Overloading tires can cause hidden damage to the carcass, leading to failure several thousand miles later. Some states will fine you for exceeding truck ratings.
So just because you "get away with it" 2 or 3 or 15 times, doesn't mean you always will.

If you follow the GAWR's, GVWR, and GCWR for the truck, you at least know somebody that knows the design and weak points of the truck believe the risk is low - even if you do it frequently or all the time. And you have something to fall back on if "legal" questions or liability issues arise.

 

Good one mwsF250
I would only add
-if I can do it legally where I live, is that legal in different state?
I had an experience, when I was buying a car hauler in Nebraska knowing that in CA all trailers above 1500 lb have to have brakes.
Yet was offered 7,000 lb trailer with no brakes.

 

Gentlmen, thanks for your valid points. You did get me thinking of going a different route. The trailer it self is a 29' travel trailer that I'll use maybe a dozen times a year. The reason i was thinking diesel is because of the uphill grinds and the weight of the quad and triailing being pulled up hill. I was lead to believe the F350 had better breaks, but it doesn't look like that's the case. But if what I'm hearing is correct a F250 with a V10 should handle this load.
By the way the trailer does have brakes.

 

I think you would be fine.

 

The length of the trailer doesn't really matter -its weight does.
The 11k trailer should put 1300-1500 lb on the tongue. Add 750 quad in the box and without WD bars the F250 will drag the bumper on the road.

 

I was just saying the length as an FYI.
I may be a bit of an idiot here. But I just went back to the trailer website it lists the GVRW as 10,400, dry weight as 6700 and hitch weight of 750.

 

Then when you go on Ford truck dealership lot, point on F150 and ask if you can tow 15 k trailer with it, the answer is always going to be "sure you can".
You can reload the trailer to make the tongue 750 lb, but that will trigger fishtailing problem. What is your present experience?

 

I have towed trailers but nothing this big. the 750 lb tongue weight is from the trailer spec sheet.
It's really coming down to a cost thing. Sure a brand new F 350 power stroke DRW will be great and do the job easily. But would a few year old F250 V10 srw do the job. Including the long inclines.

 

As pointed out in an earlier thread, answers to this type of questions always vary widely. As it sounds like you will be an occasional user of what I would consider an average size trailer, when all is said and done, I believe an F250 with a V10 could likely prove adequate. The very fact that you have asked the questions you have asked leads me to believe you will use your trailer in an equally thoughtful manner.

I am sure you realize the tongue weight you are reading reflects an empty box weight and will rise when loaded. I would regard a weight distribution system as an essential in this situation, again as pointed out earlier.

Just my impression,

Steve

 

Powerwise, yes, it will do the job (see my truck listed below). And the lighter engine helps the whole load thing. With a well set up WD system, you can transfer a lot of tongue weight to the front axle, helping things out.

But it's still the load on the rear wheels and tires that should be your area of concern. Keep in mind published trailer specs are notorious for being wayyyyy optimistic (aka marketing LIES). I think all of us went through a painful learning curve when we got into RV's.
Those figures are with absolutely no options (like A/C, awnings, other very normal stuff) cargo, propane, water, batteries, mattresses, etc etc etc. And assume trailer was built using absolute minimum of materials. Most trailers end up being at least 2K heavier by the time they're ready to roll. And an awful lot of that ends up on the tongue. I'd be surprised if the "real world" tongue weight comes in any less than 950 lbs.
I tow a 22' Nash with 2 sport quads on the truck bed (custom racks). By the time I toss in firewood, fuel, extra water, generator, etc etc etc, I end up right at the load limit of the rear GAWR. The tires I use are rated higher, and I have airbags and HD shocks so it is safe, but on the edge of "legal". And that's with only my wife and I. Any passengers would put us over. Have I done it? Yes. Do I accept my responsibility for exceeding recommendations? Yes. Will I pay the fine without whining? Yes.

Before laying down cash on a truck, take it to a public scale and weigh it axle by axle and calculate how much load capacity you have on rear axle and go from there. If you have over 2K, you should be fine. But then re-weigh BEFORE signing dotted line for the trailer.

Oh, and to end with a positive note: Towing my toys and trailer with this truck is an absolute DELIGHT! I feel completely comfortable and in control at all times. I have never driven such a well balanced and capable rig. 8% grade at 7K ft? Hmm... do I want to go 50 or 70? I can do whatever I want! Heck, can even run the A/C. Just depends on how much fuel I want to burn.

I'm just encouraging you to do the homework and checking to assure your experience is as pleasant as ours.

 

again thanks for the valid points. I do understand that tongue weight will go up as I load the trailer. But if I load properly the tongue weight will raise by a fraction of the total amount loaded. The real extra weight will be the quad. I will definately have a weight distribution system and some kind of anti sway.
I'm beginning to think the lighter V10 would be better for hills than the diesel

 

I would figure the tongue wt on a TT as at a min 10-15% of the Wet or fully loaded (gross wt) of the trailer.