F250 Sticker Payload Shock

[billrector]

Originally Posted by Bill M.

The OP said his truck has a payload of 3000 lbs. How in the world is that considered a low payload? The snow plow prep and the heavier springs on the front must account for something. I wonder how this affects the amount of weight that should be transferred to the front axle?

"low" is a relative term. I am comparing the actual payload with data like this from the internet.

I'll bet his truck, with 3000lbs of payload is not a Lariat, King Ranch, or Platinum!

[uncle_bob]

Hi

Internet numbers are always going to fake you out. The number they come up with is (inevitably) the number with max springs and zero options. In this day and age they *should* be able to write a piece of software to address that .... nobody does.

The break between the F-250 and F-350 is an marketing decision. The trucks are identical. The pricing is identical. At some magic point in the progression of options, they put a different badge on it. That locks out some nutty option combo's and likely makes things a bit easier to build.

The idea that the "truck number" has any bearing on how much you can toss in the bed before it breaks ... that's been nonsense for a *very* long time. If you have a certain amount of "stuff" you need to haul, you check the sticker. Finding a dealer or a piece of paper that can predict what's on the sticker .... good luck.

My F250 Platinum has a 2952 lb sticker on it. If I had gone with a F350 the price would have changed by a few hundred dollars and the sticker might have gone up by a few hundred pounds. The options on the truck, the look of it, the ride, and the handling would not have changed. If you go with a diesel, take off 500 or 600 lb from that number.

Bob

[air_razor]

I think the internet numbers often quoted are for regular cab, gas engine, max tow package, xl trim.

These are the work trucks, not the type people often buy on these forums.

[uncle_bob]

Originally Posted by air_razor

I think the internet numbers often quoted are for regular cab, gas engine, max tow package, xl trim.

These are the work trucks, not the type people often buy on these forums.

Hi

You can find a lot of different tables on the internet. Some get into cab types and trim levels. They still leave out a lot of stuff when they come up with this or that number. People here love to go 4x4, the tables are 4x2. People love diesel engines, the tables are for the small gas engine .... You can be off by 800 or 1200 pounds in some cases.

Bob

[billrector]

Originally Posted by uncle_bob

Hi

You can find a lot of different tables on the internet. Some get into cab types and trim levels. They still leave out a lot of stuff when they come up with this or that number. People here love to go 4x4, the tables are 4x2. People love diesel engines, the tables are for the small gas engine .... You can be off by 800 or 1200 pounds in some cases.

Bob

I think it is worse than that. If, for example, you go into Ford's web site they will provide a very detailed matrix of payload and towing capacity by engine type and trim. All I can say is good luck finding one anywhere near what they post on that matrix.

[HeadWest]

Originally Posted by uncle_bob

Hi

Internet numbers are always going to fake you out. The number they come up with is (inevitably) the number with max springs and zero options. In this day and age they *should* be able to write a piece of software to address that .... nobody does.

Bob

Exactly. Why the build to order sites for the manufacture don’t list vehicle weight and available payload as you go through the selections is just plain laziness. Unfortunately, most buyers just don’t care.

[DocJim]

2017 F250 XLT Crewcab short-box 6.2L gas 4x4 - Payload 3217 lbs.

[kendrick.l.j]

I misread what I was looking wirh regard to the snowplow package killing payload. Sorry.
I was wrong.

[tbashin]

Me again. I like as little stress as possible. I think if you need to spend this much time calculating all the weights to make sure you aren't overloaded and having to put along in the slow lane and banking on a WD hitch to stay safe, then you need more truck. Life's too short to worry.

[uncle_bob]

Originally Posted by tbashin

Me again. I like as little stress as possible. I think if you need to spend this much time calculating all the weights to make sure you aren't overloaded and having to put along in the slow lane and banking on a WD hitch to stay safe, then you need more truck. Life's too short to worry.

Hi

Well, if you dig into the term "magic spring dust" you will find that the numbers we go so crazy over are a bit "elastic". Same part number spring assemblies on the exact same truck one year vs the other suddenly have a couple hundred pound better rating. The ad campaign makes a big deal out of "best in class" payload ..... it's magic spring dust ....

Indeed the whole ability to have crazy ads about "best this" is why the divisions between the "truck numbers" have become what they are. You have a high end 150 that *is* a 250. You have a high end 250 that *is* a 350. It's not just Ford, they all are doing it ....

Bob

[wponder]

Uncle Bob nailed it. You cannot just go by a quick internet search or by the manufacturer marketing material. Although the marketing material details what config you need for the max advertised payload, GCVW, GVW, Tow Capacity etc. Even the more technical towing guides from Ford are not super clear what options / config it takes to reach that without studying them.

- The 250 and 350 are identical. The 350 just has higher rated springs standard

- You can technically make a 250 a 350 by adding snow plow prep, camper or camper with snow plow prep

- By the time you start moving options around you might as well just start with a 350 cause you will end up with that on paper anyway if you shoot for highest payload, tow capacity etc. when building up a 350 you end up negating a lot of the options in the costly add-on features for one or two parts here and there. If you read each upgrades details close they say ( adds X to 250. Standard on 350 ). Once you know whats standard on each it's less complicated to build up a 350 to reach max payload with the cheapest options for doing it. Unless the dealer has a really good order manager who knows these things it can be hard to find the right config on the lot with a balanced configuration of nice features + towing capacity. Most the sales people know even less about the options unless they are really experienced.

- The snow plow prep increases the front springs on the 350 resulting in higher payload

- Higher trim packages do start to drop the payload rating because of the added weight. The diesel will be a little less overall vs. gasser because of the upgraded / weight of the diesel components / drive train

Although our 2015 F150 had the right options and tow capacity for our 25ft FB Int. Serenity. The payload ended up being to close for our needs once we add people / dog and some gear we take occasionally so we bumped up to the F350.

You can configure a F350 or F250 Lariat and get above 3000LB payload if you understand the configurations and right options needed for piecing it together.

Our F350 is a 3.7 Diesel, 4x4, CrewCab Short box. It has FX4, Snow plow Prep, Lariat Ultimate Package, Power Running Boards, Dual HD Alts, Sup Rapid Heat, Engine Block Heater, Ultimate Trailer Tow Package, Adaptive Cruise Control Warn, Uplifters, Universal Garage Opener, Spray-in Liner, Rear Heated Seats, BLIS, Quad LED Lights, 20" wheels. So, it's about as close to a King Ranch, Limited or Platinum as you can get without loosing much Payload and more dollars. Payload is 3425LB (1255LB) more than our F150. GVWR is 11500LB, 5990LB front 7230LB Rear.

[wponder]

This can also be a helpful tool once you have your numbers.

https://www.google.com/url?sa=t&rct=...Dpcf29XdAPeYuL

[uncle_bob]

Hi

The point about the snowplow prep increasing the front axle is significant. Payload (or whatever you want to look at) is going to be some sort of number for this axle plus some other number for the other axle. It's a single number, but you probably *do* care about things on a per axle basis. Yes, I'm a bit heavy and so are the dogs. We will *not* be riding on the front bumper. There will be a big pile of "needed stuff" in the bed.

Yes, I can use a WD hitch to "move" weight between the front and rear axle. That's not without some drawbacks if you take it to extremes. Adjusting the WD to put all the tongue weight on the front axle is going to make for a *very* unpleasant ride.....

Bob

[RandyNH]

Originally Posted by wponder

- The snow plow prep increases the front springs on the 350 resulting in higher payload

If you have 4x4 and diesel on a 350 then it's all maxed out, at 11,500, and the snow plow package is just fluff. The camper package would just add a stabilizer bar to the rear.

[uncle_bob]

Originally Posted by RandyNH

If you have 4x4 and diesel on a 350 then it's all maxed out, at 11,500, and the snow plow package is just fluff. The camper package would just add a stabilizer bar to the rear.

Hi

Actually, the price of the camper package isn't all that bad, even if all you get is a stabilizer bar.

Bob

[Ampman]

Snow plow prep package is fine if you need it. Mine had it but I live in TX. I found the stiffer 6k rated springs up front on the Dana 60 produced more resistance for the weight distribution transfer. I swapped out the front springs for some OEM rated at 5.2k for next to nothing. Smoother ride and less tension on the WD required because your not fighting a stiffer spring. Way under on max payload anyway. Might swap the springs back when I find me a deal on a heavy winch bumper. 12’ F-250 6.2 CC.

[Wanna EB]

An enjoyable discussion for sure.

I moved from an f150 to the 2017 F250 6.7. One interesting observation I have had is that when I had the f150, I thought a lot about payload, now, I don't worry at all. The difference between the two platforms is so substantial and the 250 is so stable, payload has fallen down the list of things I am thinking about. And, its not because I have a "ton" of payload to spare, its because the 250/350 is indeed for heavy duty work and it shows in the towing experience

[billrector]

Originally Posted by Wanna EB

An enjoyable discussion for sure.

I moved from an f150 to the 2017 F250 6.7. One interesting observation I have had is that when I had the f150, I thought a lot about payload, now, I don't worry at all. The difference between the two platforms is so substantial and the 250 is so stable, payload has fallen down the list of things I am thinking about. And, its not because I have a "ton" of payload to spare, its because the 250/350 is indeed for heavy duty work and it shows in the towing experience

Out of curiosity can you post your payload from the door sticker?

[HeadWest]

The camper package does add the max stiffness front springs that I didn't want on our truck. The rear sway bar is a simple, low cost bolt on. Once our new F350 is hitched up, if I feel I want the additional stability of the sway bar I'll go ahead and add it. My understanding is it does make ride a little bit harsher so I'm doing a wait and see. Here is a link for information on adding the rear sway bar.

https://www.ford-trucks.com/forums/1...-sway-bar.html

[gklott]

Out shopping yesterday for a 2017 or 2018 Ford, GMC, or Chevy diesel crew cab, short bed, max towing package, etc. Comparing the Ford Lariat, Ford Platinum, Chevy LTZ, or GMC Denali packages. Saw this on a Chevy 2500 LTZ model that meets what we are looking for.
http://www.airforums.com/attachments...1/img_0458.jpg
"The combined weight of occupants and cargo should never exceed 2164 lbs."
73/gus