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Old 06-24-2018, 03:05 PM   #21
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Originally Posted by Dustyhd View Post
Many states heavily tax a truck over 10k GVWR even for non commercial. Thatís the reason.
This is why manufacturers push them as they do, as far as the truck goes there is very little physical difference.
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Old 06-24-2018, 03:14 PM   #22
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My biggest decision was because i can register a 2500 with pass plates. 1 ton is commercial. 90% of my driving is parkways.
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Old 06-24-2018, 03:15 PM   #23
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Originally Posted by DieselDrax View Post
SRW (Single Rear Wheel) 3/4-ton vs 1-ton difference can be substantial.

Ford:
F-250 CCSB 4x4 6.7L - Max payload 1,836LB
F-350 CCSB 4x4 SRW 6.7L - Max payload 3,117LB, an increase of almost 1,300LB over the F-250.

GM:
2500HD CCSB 4x4 DMAX - Max payload 2,513LB
3500HD CCSB 4x4 SRW DMAX - Max payload 3,927, an increase of just over 1,400LB

Ram:
2500 CCSB 4x4 6.7L - Max payload 2,318LB
3500 CCSB 4x4 SRW 6.7L - Max payload 4,020LB, an increase of just over 1,700LB

I wouldn't call those similar payload capacities at all.
DD, your Ford numbers are low. Not sure of the chart you were looking at, but for 2017 the chart WITH Slide-in Camper seems like what you are seeing. That 1836# exactly is on that chart... Ford includes the weight of a 150# passengers in each seat with a seat belt on that chart... this is with the Slide-In camper code 471. Confused me when I was thinking of ordering the camper code. I know I've seen a 250 diesel 4x4 CCSB with payload of over 2500# but, your 1300# higher payload when going to a 350 SRW diesel, is about right. It is as simple as looking at difference in GVWR; F250 = 10K#... F350 SRW up to 11,500#... but you don't quite increase by 1500# since some F350 parts are heavier. A friends F350 Platinum GVWR is right at 3800# with every option he could get... not 3117#.
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Old 06-24-2018, 03:18 PM   #24
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I wonder why there is such a big difference between manufacturer tow and payload numbers when hp and torque are similar
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Old 06-24-2018, 03:29 PM   #25
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Originally Posted by DieselDrax View Post
SRW (Single Rear Wheel) 3/4-ton vs 1-ton difference can be substantial.

Ford:
F-250 CCSB 4x4 6.7L - Max payload 1,836LB
F-350 CCSB 4x4 SRW 6.7L - Max payload 3,117LB, an increase of almost 1,300LB over the F-250.

GM:
2500HD CCSB 4x4 DMAX - Max payload 2,513LB
3500HD CCSB 4x4 SRW DMAX - Max payload 3,927, an increase of just over 1,400LB

Ram:
2500 CCSB 4x4 6.7L - Max payload 2,318LB
3500 CCSB 4x4 SRW 6.7L - Max payload 4,020LB, an increase of just over 1,700LB

I wouldn't call those similar payload capacities at all.

Where did you get the Ford # from ? - I was camping next to a couple this last week and was looking at there very fine looking F350 and it was loaded up and I looked at the payload sticker and it said 5428!!!!!

And I was looking at an F150 in Green bay this week and it's sticker was 2526!!!!! Low options but had the main one HDPP!!!!!
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Old 06-24-2018, 03:45 PM   #26
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I have sn F250 gas with camper and snow plow extra springs it is a king ranch with payload of 2664 its a crew cab which takes some of the payload cap.
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Old 06-24-2018, 03:58 PM   #27
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I wonder why there is such a big difference between manufacturer tow and payload numbers when hp and torque are similar
It's all about the bling and other extras.
They all take away payload.
Upper trim levels, like the Platinum, lower payload for all those luxuries and bling.
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Old 06-24-2018, 04:28 PM   #28
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Originally Posted by DieselDrax View Post
I quoted diesels on purpose because they will have the lowest payload. If the choice is to tow with diesel or gas I'll choose diesel every time, a diesel 3/4-ton may not have the necessary payload for a given trailer while a 1-ton SRW of the same truck would have the necessary payload. Point being, the difference between a 3/4-ton and 1-ton truck isn't peanuts as someone stated before.
I had an 8.1 litre (500 cu. in.) gas 2004 Suburban tow vehicle and it had nothing in terms of raw pulling power or stability compared to my RAM Cummins 6.7 l. turbo diesel megacab dually. I could pull my house with this thing. The diesels live to tow. And the truck will rust away long before your diesel gives out.
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Old 06-24-2018, 05:10 PM   #29
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In BC you can barely find 3/4 tons. I currently have a 2500 HD gasser but potentially have the option of my company picking up the tab on a newer truck. The 3/4 tons in BC are still classified as a passenger vehicle and subject to luxury tax. Most dealers only carry 3500 as they are considered commercial and not subject to that tax. Stupid rule and tax but takes the cost savings away from owning a 3/4 up here.
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Old 06-24-2018, 05:11 PM   #30
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DD, your Ford numbers are low. Not sure of the chart you were looking at, but for 2017 the chart WITH Slide-in Camper seems like what you are seeing. That 1836# exactly is on that chart... Ford includes the weight of a 150# passengers in each seat with a seat belt on that chart... this is with the Slide-In camper code 471. Confused me when I was thinking of ordering the camper code. I know I've seen a 250 diesel 4x4 CCSB with payload of over 2500# but, your 1300# higher payload when going to a 350 SRW diesel, is about right. It is as simple as looking at difference in GVWR; F250 = 10K#... F350 SRW up to 11,500#... but you don't quite increase by 1500# since some F350 parts are heavier. A friends F350 Platinum GVWR is right at 3800# with every option he could get... not 3117#.
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The slide-in camper chart does not include any slide-in camper weight because slide-in campers weigh a bunch of different weights depending on size, you read "MAXIMUM CARGO WEIGHT WITH SLIDE-IN CAMPER" and took that to mean remaining payload after installing a slide-in camper, or at least that's what it sounds like you're saying, and that is not the case. The chart shows actual payload capacity available for a slide-in camper, the other charts show GVWR/GCWR/tow capacity but not payload which is why the slide-in camper chart is used to determine approximate payload capacity.

And again, the payload numbers on the slide-in camper chart are maximum payload capacities with minimum equipment (base model vehicles), those numbers go down as the options go up.

For example, the F-250 CCSB 4WD 6.7L has a GVWR of 10,000LB and a max available payload for a slide-in camper of 1,836LB. Let's subtract 600LB for 4 passengers giving that back to the payload capacity making it 1836 + 600 = 2436LB with 150LB driver. 10,000 GVWR - 2436 payload capacity = 7564LB curb weight, approx. Ford says the base curb weight for an F-250 XL CCSB 4WD 6.7L is 7,264LB. 300LB off from my number, so apparently the CCSB seats 6, not 5 as I used, and if we subtract 150LB driver and another 150LB passenger from the 7564 number I gave we get 7264 for a curb weight, exactly what Ford shows.

Ford and other manufacturers do not include any non-factory "stuff" in their numbers because it would be impossible to do. Their numbers show how much capacity is LEFT for aftermarket "stuff" like slide-in campers.

If you want to know max payload available, add 900LB to the slide-in camper chart to adjust for six 150LB occupants. These are MAX numbers. Anyone looking for actual payload capacities needs to look at the yellow sticker on the driver's B-pillar to see the actual payload capacity for that specific truck.
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Old 06-24-2018, 05:12 PM   #31
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Originally Posted by TT233S View Post
Where did you get the Ford # from ? - I was camping next to a couple this last week and was looking at there very fine looking F350 and it was loaded up and I looked at the payload sticker and it said 5428!!!!!

And I was looking at an F150 in Green bay this week and it's sticker was 2526!!!!! Low options but had the main one HDPP!!!!!
All the numbers were directly from the manufacturer websites. Please note my post said the numbers were for SRW trucks only, not DRW (dually). If their payload sticker said 5,428 then they had a dually.
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Old 06-24-2018, 05:23 PM   #32
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Many states heavily tax a truck over 10k GVWR even for non commercial. Thatís the reason.
This. My DRW 3500 is taxed more and has to wear ĒCommercial" tags, which ban me from certain roads and don't allow me to enjoy things like free admission to our state parks - which non-commercial plates get.
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Old 06-24-2018, 05:33 PM   #33
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Why even bother with a 3/4 ton truck?

I can give you a good reason. A 1 ton won't fit in my garage.
I now have a GMC 2500HD on order. My existing F250 is 18 years old and the V10 still purrs like a baby!
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Old 06-24-2018, 05:41 PM   #34
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I know my neighbor would get a good laugh out this thread. He owns a 2004 Silverado 2500HD diesel and they bought a brand new 38' Montana back in 2007. It scales out around 14,500 or 14,800 (showed me the CAT receipt once) and has been towing it with his 2500 ever since. 11 years, coast to coast trips and probably 20-30K miles or more in between.
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Old 06-24-2018, 05:50 PM   #35
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My 3/4 diesel with 13.2K GVWR capacity is 237" long and fits nicely into my 249" garage and 7Klb payload.
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Old 06-24-2018, 05:58 PM   #36
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We got a great deal on our 2015 f250 Lariat with the 6.2l gas engine. It was actually cheaper than the f150ís we were also considering. Many including some of my family members encouraged me to buy the diesel but no sense in rehashing that here. I would have bought an f350 if I could have found one at my price point for the extra payload. If we move up to a heavier 5ver, we would definitely trade up to a 1ton diesel.
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Old 06-24-2018, 06:08 PM   #37
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Thanks for feedback. Funny how in some states a 1 ton is more expensive and then in other states a 1 ton is considered agricultural and has lower cost of registration and renewal.

I live in CO and it doesn't matter what you drive, tags and property taxes (ownership/use tax?) make it expensive for all ;-)

I'll be honest, my F350 Platinum longbed with almost every imaginable option available at the time give me less CCC then a base F250 model.
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Old 06-24-2018, 06:10 PM   #38
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Quote:
Originally Posted by DieselDrax View Post
SRW (Single Rear Wheel) 3/4-ton vs 1-ton difference can be substantial.

Ford:
F-250 CCSB 4x4 6.7L - Max payload 1,836LB
F-350 CCSB 4x4 SRW 6.7L - Max payload 3,117LB, an increase of almost 1,300LB over the F-250.

GM:
2500HD CCSB 4x4 DMAX - Max payload 2,513LB
3500HD CCSB 4x4 SRW DMAX - Max payload 3,927, an increase of just over 1,400LB

Ram:
2500 CCSB 4x4 6.7L - Max payload 2,318LB
3500 CCSB 4x4 SRW 6.7L - Max payload 4,020LB, an increase of just over 1,700LB

I wouldn't call those similar payload capacities at all.

My RAM 2014 CCLB Cummins has a 4306 CCC.
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Old 06-24-2018, 06:14 PM   #39
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Funny how I get told I live in a backwards, redneck state. Yet I read this stuff and just have to chuckle.

My dually costs $58.50 annually for license. NO Inspection. But it's that's much only because I choose to pay $30 extra to support Game and Fish Foundation with special tag. Has a nice pic of a crappie on it. They don't care what it weighs. Inspections were ditched years ago, as a scam and a waste. Oh, and the 5th Wheel, once initial sales tax was paid, was a one-time Permanent license. No inspections on that either. I think it was about $40??

The ways the Gummint has thought up to tax folks amazes me. I wish they'd put that much thought into stopping Caller ID Spoofing (which is EASY to fix btw)!!!
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Old 06-24-2018, 06:19 PM   #40
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A little off subject, but I watched a guy and his wife 20 minutes try to get their gasser and TT to a pump this morning and finally pulled back onto the road. Been there too many times myself. Diesel is a better option for a tow vehicle.
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