2016 F 250 Crew Cab real world weights

[Zoom]

Originally Posted by CWSWine

That is the difference between a low option and the high option. The website rates mine at 4050 but the yellow sticker says 3744. Mine is NOT high option truck. To get the tow capacity you need to subtract the weight of YOUR truck ready to camp from the Gross Combine Weight Ratings.

I have done just that and my calculated towing capacity is 14,040 lbs. That is my ready to go truck weight with trailer hooked up of 9,460 lbs subtracted from 23,500 GCWR.

[KFX450RXC]

Let's face it guys. How often do you hear of a truck failure because the camper was too heavy? I have never heard of such but I'm sure its happened "somewhere, sometime".

We've all seen the set-ups. Heck, I saw a late 90s model F150 with a triple-axle Raptor at Willow Tree in SC one time. Although a completely inanimate object, I still felt sorry for that truck.

But as long as the driver has the skills and he doesn't push his luck regarding speed, etc., I see no real evidence of any big risk pushing the truck a little bit past its "numbers".

Now, flame on.

[Zoom]

I started this thread just to post my information and my particular situation. This was not meant to be a judgement on anyone's setup other than mine. If I ask a question it is for my information only. You guys must understand that I am recently retired and have been an electrical engineer for the last 40 years! That makes me want to understand how everything works. I have also been the VP of Engineering of a company for the last 30 years. In that time I have dealt a lot with lawyers and if they have a foothold they will run with it. That is why I want to stay mostly legal.

[CWSWine]

Originally Posted by Zoom

I started this thread just to post my information and my particular situation. This was not meant to be a judgement on anyone's setup other than mine. If I ask a question it is for my information only. You guys must understand that I am recently retired and have been an electrical engineer for the last 40 years! That makes me want to understand how everything works. I have also been the VP of Engineering of a company for the last 30 years. In that time I have dealt a lot with lawyers and if they have a foothold they will run with it. That is why I want to stay mostly legal.

I agree and feel the same way. I think everyone should run the numbers and see if they are within specs. The only way you can make intelligent decision about your family safety is with information that is accurate and correct. I could easy load my 5er to exceed my weight ratings but knowing that i know how much weight I can load and where to load it so I under all my specs on my truck.

[325BH]

Originally Posted by CWSWine

So explain why on my F350 that class 3 truck and can have a GVWR as high as 14,000 lbs they don't rate to axle ratings. I have 11,500 GVWR which is about 450 to 500 below my 7,000 lbs axle ratings. With the wars going on between the big three in who has the Best In Class Payload it would easy to up it to the axle ratings if it was safe to do.


By the way I did just make that up, I ask that question on tour of the Ford plant and that what they told us.

Not sure we may be thinking the same thing when we say static load. Are you saying the GAWR is the weight the axle should experience at most while hitting bumps down the road? I am saying you can put that much weight on them while sitting still. The general public knows nothing about the different concepts, so manufacturers would never base their ratings on that. Anyway...

The sum of GAWR (front + rear) will always be more than the GVWR. If their sum equaled the GVWR, the only way you you could legally achieve GVWR is if the load was distributed EXACTLY among the axles according to their GAWR.

The GAWR is often determined based on their (the rear/front end, axles, springs, etc) ability, independent of the vehicle it is going in.

In essence, the GAWR is based more on science (actual ability). The GVWR has many more factors... some political.

ALL of these ratings have a lot of safety built-in. Based on what we used to haul and tow in the 60's and 70's (we being people in general... not me specifically), these trucks could haul probably 50% more than their ratings and still not break down.


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[325BH]

Originally Posted by Zoom

I have done just that and my calculated towing capacity is 14,040 lbs. That is my ready to go truck weight with trailer hooked up of 9,460 lbs subtracted from 23,500 GCWR.

That isn't the best way. Achieving GCWR is very difficult without going over payload or the many other ratings.

Increasing trailer weight increases tongue weight, which bites into payload and GVW. Lots of numbers to check...


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[Zoom]

Originally Posted by 325BH

That isn't the best way. Achieving GCWR is very difficult without going over payload or the many other ratings.

Increasing trailer weight increases tongue weight, which bites into payload and GVW. Lots of numbers to check...


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I agree! Right now I am under my actual payload by 2 or 3 hundred pounds but I could exceed that quickly if I'm not watching!

[KFX450RXC]

Originally Posted by Zoom

I started this thread just to post my information and my particular situation. This was not meant to be a judgement on anyone's setup other than mine. If I ask a question it is for my information only. You guys must understand that I am recently retired and have been an electrical engineer for the last 40 years! That makes me want to understand how everything works. I have also been the VP of Engineering of a company for the last 30 years. In that time I have dealt a lot with lawyers and if they have a foothold they will run with it. That is why I want to stay mostly legal.

Actually, this is the best forum to discuss this very topic. Over on rv.net, this thread would have gone so ballistic, the moderators would have probably locked it up. I am reading posts on your thread as a few guys sitting around discussing this at the campfire.

[325BH]

I'm just trying to help. Sometimes my writing may come off harsher than intended.


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[Zoom]

Originally Posted by 325BH

I'm just trying to help. Sometimes my writing may come off harsher than intended.


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If this was in response to me no problem! I think this forum is the best I have found and everyone has a lot of great information. I haven't towed a camper for many years and we are just getting back into it. My plans are to travel the entire western part of the US and Canada starting next year but we already have 15 day of camping this year and just started in June!

[Teamfour]

Originally Posted by Eagle2405

The 3 options that hurt the payload are: diesel (400 lbs min), 4 wheels drive, and crew cab.

Actually, I believe the biggest payload robber is the trim level. My XLT has a payload of almost 3300 lbs. As I've stated before, one has to decide of they want a luxury truck, or a towing rig.

[325BH]

Originally Posted by Teamfour

Actually, I believe the biggest payload robber is the trim level. My XLT has a payload of almost 3300 lbs. As I've stated before, one has to decide of they want a luxury truck, or a towing rig.

Yup.

What some don't understand is the GVWR remains the same across trims and configurations, unless a change in GVWR is specifically the change.

Heavier truck, less payload.

Regular cab, low trim, short bed, 2wd, gasser... Biggest payload!


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[Eagle2405]

I disagree with some of the comments concerning buying a gas truck, 2 wheels, reg cab. My F 250 diesel, 4 wheels, crew, King Ranch was weighing 8470 lbs with full tank.
My F 350, same year (2012), same equipment King Ranch weighs 8510 lbs with tank half full...but GVWR of 11500 lbs for the F 350, vs 10000 for the F 250. Those are real weights on the same CAT scale. I traded my F 250 for a F 350 this year, for a truck of same year 2012.
You go with gas your towing capacity goes from 15200 lbs to 12500 lbs. If you want to tow a 12000 lbs fifth wheel (actual weight), buy a F 350. My F250 was towing quite well, but was going down quite a bit even with air lift 1000 air bags. With the F 350, no air bags, barely going down when I hitch. I feel a lot more comfortable, and I keep the diesel power, which I truly appreciate.


Eagle 2405
Sabre fifth wheel 31 CKTS
F 350, diesel King Ranch 2012

[325BH]

Originally Posted by Eagle2405

I disagree with some of the comments concerning buying a gas truck, 2 wheels, reg cab. My F 250 diesel, 4 wheels, crew, King Ranch was weighing 8470 lbs with full tank.

My F 350, same year (2012), same equipment King Ranch weighs 8510 lbs with tank half full...but GVWR of 11500 lbs for the F 350, vs 10000 for the F 250. Those are real weights on the same CAT scale. I traded my F 250 for a F 350 this year, for a truck of same year 2012.

You go with gas your towing capacity goes from 15200 lbs to 12500 lbs. If you want to tow a 12000 lbs fifth wheel (actual weight), buy a F 350. My F250 was towing quite well, but was going down quite a bit even with air lift 1000 air bags. With the F 350, no air bags, barely going down when I hitch. I feel a lot more comfortable, and I keep the diesel power, which I truly appreciate.





Eagle 2405

Sabre fifth wheel 31 CKTS

F 350, diesel King Ranch 2012

I think you missed the point. For the same truck, say an F350, the lighter the truck, the more payload you will have.

You're comparing apples to oranges when comparing an F250 with an F350 and using their respective GVWR's.

Let's take an F350 with a GVWR of 11,500 lbs. In regular cab, gasser, 2wd, short bed, low trim config, it will be much lighter than an F350 with the same 11,500 GVWR but a diesel 4wd crew cab long bed King Ranch.

Same logic can be applied to an F250.

That is what I meant.

I own an F250 gasser 4wd crew cab short bed so I am in the middle somewhere. [emoji846]


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[French]

We recently looked at some 2017 F150's. The trucks were well optioned that had 2300 LB of payload available as per yellow sticker

Beside them some 2016 F250's with diesels and lots of options with 1905lb of payload as per yellow sticker
Now which would you rather use to pull a 10,000lb 5th wheel?

Apparently, the F150 should on paper handle more weight at least in payload.

[acadianbob]

Originally Posted by Zoom

Here are the real life weights of my 2016 F250 Crew Cab diesel short bed (no trailer) measured just today. I topped off the fuel, stood on the scales with the truck, and the only additional weights not from the factory is a spray in bed liner, a Line-x hard folding tonneau cover, and maybe another 10 pounds under the rear seats. I weigh 215 so that is 65 pounds more than the 150 pounds in the Ford specs. First the specs from the door stickers:


GVWR = 10,000 LB Front GAWR = 5940 LB Rear GAWR = 6100 LB
Recommended Payload = 2059 LB @ 65 PSI cold tire pressure.


Now the CAT weight: Steer Axle = 4980 LB Drive Axle = 3280 LB
Gross Weight = 8260 LB. This is real world weight without my generator, wife, pets, WDH, and tools.


As you can see just forget what a sales rep or factory tells you about towing specs on your vehicle. I am still within the parameters of my loaded toy hauler (1000 lbs. TW) but I have a truck that can haul a lot more than rated and cannot legally use it. If I upgrade in the future I will be out of spec but will have a lot of company on the road.


I know this has been beat to death but I thought someone maybe be interested in real world numbers.

This is really interesting. I've always wondered about this combination. A diesel in a 250/2500 doesn't have a lot of real world payload. Your payload is almost identical to the actual on my F150. Not meant as a slam. Just as "wow" on the reality of the situation. The diesel drivetrain really eats up the payload on the 250/2500. That probably means that many trucks of this specification are overloaded when pulling a 5er.

[Eagle2405]

You are right on. A F250 diesel, 4 wheels drive has a lower payload than a F150 (properly equipped for towing). But you have the pulling capability of 15,300 lbs. with the F250 diesel. Keep in mind that a F250 diesel, 2 wheels drive, has a decent payload...4 wheels drive has also a big impact on payload.

[NMWildcat]

I've always believed payload is a SWAG and pretty much ignore it.

[Zoom]

Originally Posted by acadianbob

This is really interesting. I've always wondered about this combination. A diesel in a 250/2500 doesn't have a lot of real world payload. Your payload is almost identical to the actual on my F150. Not meant as a slam. Just as "wow" on the reality of the situation. The diesel drivetrain really eats up the payload on the 250/2500. That probably means that many trucks of this specification are overloaded when pulling a 5er.

You are correct about payload but the 250/2500 diesel will have a GCWR of 23,500 lbs. or more and tow at least 15,000 lbs. On overloading I see many 250/2500 highly optioned trucks towing 38 foot 5ers or more. I would estimate the the most of those I see are over payload by 1000 lbs. or more. I'm not judging it is just an observation.

[CaptnJohn]

Originally Posted by Zoom

You are correct about payload but the 250/2500 diesel will have a GCWR of 23,500 lbs. or more and tow at least 15,000 lbs. On overloading I see many 250/2500 highly optioned trucks towing 38 foot 5ers or more. I would estimate the the most of those I see are over payload by 1000 lbs. or more. I'm not judging it is just an observation.

My 2016 F250 XLT 4x4 6.7 is not highly optioned but towing a 35' 5er was 1100# over payload ~~ that's why I tow with the 2016 F350 Lariet Ultimate 4x4 6.7.