Steve, I too have found it's gonna' be a specified order (Other folks don't seem to like the configuration). And, I do take your thoughts about a diesel seriously. But I just don't mind too much if I'm slow heading up the pass and I truly hate the sound of a diesel (I especially hate it when someone next to my tent fires one up and lets it warm a bit at 4:30 AM).
2air, you're right, I missed the weight distribution gear. I didn't understand that it has to be considered part of the payload. I did notice that it's a Reese and on showing some pics to a Camping World service desk chap he didn't recognize it even though they are a Reese dealer. I have no clue about the weight beyond your note of 100-250#. And, I guess I have to allow a couple hundred lbs. for the receiver and camper pkg. (Anybody know where I might find those weights?).
While you can get the 10,000 GVWR on the F250, I can't find where it increases the payload (The highest payload I can find is 3300# for the F250).
Maybe I should just go with the F350 SRW, with the same options. The MSRP difference is $1,465 and the book payload would go from 3200 to 4300# (No effect on the GCVW or Max. Trailer Weight). That would bump the gear carrying capacity by 1100#.
Yes, I'm thinking about the air resistance of the boat sticking up there (Even with the long bed). The only dealer I know of for this system is Heimgartner Trailer Systems at www.trailersystems.com
. Please take a look at their web site to see if you feel more comfortable about the rig. Do you think there's any chance the boat might run interference for the Airstream regarding air resistance?
I've attached the specs I've had in mind in an Edmunds pricing report.
Steve, I was just about to post when I noticed your latest. You've also noted that the payload doesn't change much in the F250 variants. I thought about the Crew Cabs, but that extra 16" just puts it over the top for me.