How much payload does my truck have?

[Wanna EB]

Does anyone know of a way to determine the amount of payload trucks with the artificially imposed 10K GVWR (i.e. the 10K GVWR Package) were designed for?

[CRH]

Payload is on the yellow decal inside the driver's door jamb. I believe 2008 was the first year for those decals.

[ITSNO60]

I think what the OP is referring to is trucks that could/can be ordered with a GVWR number of 10,000 lbs (or 9,900) for registration purposes even though the identical truck was/is also sold with a heavier GVWR number for commercial buyers.
I am interested in this as well.

Looking briefly online it looks like some of the later model Fords with the 11,500 GVWR were also sold with 10,000 lbs GVWR stickers for registration, driver's license and insurance purposes. Technically it would not be legal to exceed 10,000 on those trucks even though they are identical to the 11,500 trucks.

[OrangeCrush]

Can you give a specific example of late model Ford trucks that are identical except for 10,000 vs 11,500 GVWR?

[ITSNO60]

Originally Posted by OrangeCrush

Can you give a specific example of late model Ford trucks that are identical except for 10,000 vs 11,500 GVWR?

I haven't looked into it other than a quick Google where I found a couple of references to it on other forums. I am interested in this though and I joined this thread to see if more can be learned about it.



https://www.powerstroke.org/threads/...ackage.559953/

https://www.duramaxforum.com/threads...00lbs.1026135/

[jcl]

Originally Posted by Wanna EB

Does anyone know of a way to determine the amount of payload trucks with the artificially imposed 10K GVWR (i.e. the 10K GVWR Package) were designed for?

Originally Posted by OrangeCrush

Can you give a specific example of late model Ford trucks that are identical except for 10,000 vs 11,500 GVWR?

They may not be identical. But there are a number of GVWR options that are simply labels, intended for compliance with local regulations (higher taxes, higher insurance, parking restrictions, sometimes a licensing requirement, etc).

Looking at the current Ford web site (.ca) the F250 comes standard with the 9900 lb downgrade package. First photo, below. Interestingly, Ford of Canada configures the F250 with a 9900 lb option as a standard option, but lets a purchaser delete that option. Ford US configures the F250 with the higher GVWR, and lets the purchaser opt for the lower GVWR.

The next option is for the 10,000 lb GVWR package. This is a zero cost option. It deletes the 9900 lb option, and moves it to 10,000 lbs for jurisdictions where that is an advantage.

The next option is the Greater than 10,000 lb GVWR package. This is also a zero cost option. It deletes the 9900 lb option, and lets the GVWR float (it varies based on other selections, such as cab, engine, rear axle, etc). Photo 2

The next option is the F250 High Capacity Axle Upgrade. The axle moves to 11.6". It varies the GVWR, costs $500, and only comes with the diesel. Photo 3

So, there is not a single answer to the question of "true" GVWR. You refer to an artificially imposed payload of 10,000, but all payloads based on GVWR are to an extent artificial.

If you want to know the capacity of the truck in terms of how much weight it is designed for, look to the Gross Axle Weight Ratings. Note that they don't vary on the Ford site for the different GVWR labels. This is the evidence that the trucks are the same in terms of capacity when just the GVWR label is changed. The GAWRs are not simply about what the axle as a component can handle, they are the gross truck weight capacity as measured at the axles, front and rear.

[JJTX]

Originally Posted by Wanna EB

Does anyone know of a way to determine the amount of payload trucks with the artificially imposed 10K GVWR (i.e. the 10K GVWR Package) were designed for?

10K GVWR is the gross weight of your truck max, with loading. You probably have a 2500LB or so, payload on a 10K rated truck, newer F250's usually are about that. Sometimes its 3000LB. Sometimes it's less with older trucks.

[Wanna EB]

Originally Posted by ITSNO60

I think what the OP is referring to is trucks that could/can be ordered with a GVWR number of 10,000 lbs (or 9,900) for registration purposes even though the identical truck was/is also sold with a heavier GVWR number for commercial buyers.
I am interested in this as well.

Looking briefly online it looks like some of the later model Fords with the 11,500 GVWR were also sold with 10,000 lbs GVWR stickers for registration, driver's license and insurance purposes. Technically it would not be legal to exceed 10,000 on those trucks even though they are identical to the 11,500 trucks.

Correct, this is what is on my mind. Thanks you

[Wanna EB]

Originally Posted by jcl

They may not be identical. But there are a number of GVWR options that are simply labels, intended for compliance with local regulations (higher taxes, higher insurance, parking restrictions, sometimes a licensing requirement, etc).

Looking at the current Ford web site (.ca) the F250 comes standard with the 9900 lb downgrade package. First photo, below. Interestingly, Ford of Canada configures the F250 with a 9900 lb option as a standard option, but lets a purchaser delete that option. Ford US configures the F250 with the higher GVWR, and lets the purchaser opt for the lower GVWR.

The next option is for the 10,000 lb GVWR package. This is a zero cost option. It deletes the 9900 lb option, and moves it to 10,000 lbs for jurisdictions where that is an advantage.

The next option is the Greater than 10,000 lb GVWR package. This is also a zero cost option. It deletes the 9900 lb option, and lets the GVWR float (it varies based on other selections, such as cab, engine, rear axle, etc). Photo 2

The next option is the F250 High Capacity Axle Upgrade. The axle moves to 11.6". It varies the GVWR, costs $500, and only comes with the diesel. Photo 3

So, there is not a single answer to the question of "true" GVWR. You refer to an artificially imposed payload of 10,000, but all payloads based on GVWR are to an extent artificial.

If you want to know the capacity of the truck in terms of how much weight it is designed for, look to the Gross Axle Weight Ratings. Note that they don't vary on the Ford site for the different GVWR labels. This is the evidence that the trucks are the same in terms of capacity when just the GVWR label is changed. The GAWRs are not simply about what the axle as a component can handle, they are the gross truck weight capacity as measured at the axles, front and rear.

This is super helpful. I was thinking the GAWR's would be a good source of design capacity. One question would be...how does the sum of the GAWR's for a truck translate into a trucks design capacity?

I just recently discovered that is common for f250 door stickers to understate GVWR for registration purposes (10K GVWR Package). Learning this solved a mystery for me... I had owned an F150 with a payload close to my F250, but it was obvious that their respective capacites were very very different. Now I get it. The F150 sticker was an accurate reflection of design capacity, the F250 intentionally understated.

[DewTheDew]

Originally Posted by Wanna EB

This is super helpful. I was thinking the GAWR's would be a good source of design capacity. One question would be...how does the sum of the GAWR's for a truck translate into a trucks design capacity?

I just recently discovered that is common for f250 door stickers to understate GVWR for registration purposes (10K GVWR Package). Learning this solved a mystery for me... I had owned an F150 with a payload close to my F250, but it was obvious that their respective capacites were very very different. Now I get it. The F150 sticker was an accurate reflection of design capacity, the F250 intentionally understated.

I do not believe that the sum of the GAWRs is necessarily a good reflection of the true GVW Capacity of the vehicle. It makes sense that the sum would be higher than the total capacity because loads are rarely evenly distributed. So I go with the GVWR.

[Andy543]

We have seen what goes into the GVWR designation: a little bit of engineering, a little bit of marketing, and a little bit of government regulation. If you want a better idea of what the truck can really handle, then go by the axle ratings (front and rear GAWR). It's mostly engineering that goes into that.

Still, I would recommend keeping it under the GVWR. If you are ever involved in a serious accident and they weigh your rig and you are over the GVWR, then you're in a bad legal position. Imagine trying to explain to a jury that the reason you are over the GVWR is because you read in a chat room that it was OK.

[jcl]

Originally Posted by Wanna EB

This is super helpful. I was thinking the GAWR's would be a good source of design capacity. One question would be...how does the sum of the GAWR's for a truck translate into a trucks design capacity?

I just recently discovered that is common for f250 door stickers to understate GVWR for registration purposes (10K GVWR Package). Learning this solved a mystery for me... I had owned an F150 with a payload close to my F250, but it was obvious that their respective capacites were very very different. Now I get it. The F150 sticker was an accurate reflection of design capacity, the F250 intentionally understated.

Originally Posted by DewTheDew

I do not believe that the sum of the GAWRs is necessarily a good reflection of the true GVW Capacity of the vehicle. It makes sense that the sum would be higher than the total capacity because loads are rarely evenly distributed. So I go with the GVWR.

It depends on which aspect of design capacity you are considering. If you are considering whether the truck chassis, suspension, axle, and tires can handle the vertical load (weight) then yes, the gross axle weight ratings can be summed to get an idea of what the truck was designed and tested to. This isn't referencing the axle weight rating (eg a Dana axle with a 6000 lb rating) but rather the GAWR. Worries about breaking the frame, breaking an axle, breaking a spring, etc, are not realistic if you are under the GAWRs.

There are other things that go into the manufacturer nominating a GVWR than the ability to carry the weight on the label. One is local taxes, insurance, and registration fees, for example, as discussed above. Another is the manufacturer's validation testing for fuel economy, vehicle brakes, accident avoidance, and crash testing, tests where the testing is done at GVWR, not at the sum of the axle ratings. If the truck is loaded heavier, it will not handle the same when loaded to the sum of the axle ratings vs being loaded to the GVWR. This is particularly true if it is a taller vehicle with a higher CoG. But keep in mind that if you lift the truck, as many do, all bets are off on manufacturer's testing in any case. Also, the vehicle wasn't tested with your WD setup either, so decide for yourself what the impact of that is. It is inconsistent IMO that people who promote staying within a weight rating that is rather arbitrary, such as GVWR, can also be found installing larger diameter wheels and tires (for additional ground clearance, or just for that tough off road look) and while they will often consider tire load ratings, they are often not considering that they just invalidated the vehicle testing that the manufacturer did.

The obvious conclusion is that you should slow down and drive more conservatively when fully loaded, but that is just common sense.

I wouldn't say that the F150 GVWR is any more accurate a rating of design capacity than the F250. It is just that it is a lower number, so you have more margin to play with with the heavier truck.

[jcl]

Originally Posted by Andy543

Still, I would recommend keeping it under the GVWR. If you are ever involved in a serious accident and they weigh your rig and you are over the GVWR, then you're in a bad legal position. Imagine trying to explain to a jury that the reason you are over the GVWR is because you read in a chat room that it was OK.

I suspect that after a crash where a vehicle was overloaded, it was more likely to be over a GAWR than the GVWR.

But if the causal factor was driver skill or operation, then the GVWR can matter because the driver may not have the appropriate training and licensing for the heavier vehicle.

[Profxd]

Some manufacturers offer a derated GVWR on the 1 ton class SWR mainly for registration reasons. Some states allow you to register above or below rated GVWR for the same reasons. I have a F350 SRW that has a GVWR of 11,500 on the sticker but is registered at 10,000. Registration fee per year is $123 at 10k if I registered at 11.5k the fee would be $1,035 per year even non commercial. It’s still the same truck regardless of the registration. A 3/4 ton is usually not just a derated 1 ton but can have structural and component differences. Follow the manufacturer sticker ratings or go bigger.

[SailorSam205]

Unless you compare two trucks at the part number level, there is no way of telling what is different between them. Just because changing the weight rating doesn't change the price, doesn't imply that the same parts are used. It is entirely reasonable to assume that two parts with different ratings can't have the same cost and impact on price. Having different part numbers impact costs from source to installation beyond the "cost" of a part.

Some years ago, a very close friend of mine was put in charge of the ambulance product line of Ford's Econoline vans. As one of his cost improvement efforts, he went down the assembly line comparing parts that were different between a van spec'd for general use vs ambulance. He deleted a few HUNDRED parts converting back to the part spec'd for general use because the part capability was identical.
You cannot assume that different weight rated vehicle have ALL the same parts.

[Bectruss]

Originally Posted by Wanna EB

Does anyone know of a way to determine the amount of payload trucks with the artificially imposed 10K GVWR (i.e. the 10K GVWR Package) were designed for?

We struggled to figure this out, too, since we bought our new 2023 GMC 1500 last year. Recently, we found a GREAT video guide in our owner’s manual resident in the GMC app. It explained the terminology of each acronym, how the truck payload affects the total payload, etc. Yes, we got all the info off the door plate, but a thorough understanding of whether that includes truck and trailer, trailer only, etc is essential to getting it right. Hope you find something similar about your truck.

[jcl]

Originally Posted by SailorSam205

Unless you compare two trucks at the part number level, there is no way of telling what is different between them. Just because changing the weight rating doesn't change the price, doesn't imply that the same parts are used. It is entirely reasonable to assume that two parts with different ratings can't have the same cost and impact on price. Having different part numbers impact costs from source to installation beyond the "cost" of a part.

Recommend you think about the different weight ratings and not group them all together.

The discussion is about the GVWR, which is primarily there for license/tax/registration/regulation purposes.

If a lower GVWR vehicle has identical GAWRs, then it is reasonable to assume that any parts that did change with the option for the alternate GVWR label were not ones that impacted the vehicles ability to support the load in question. There certainly may be changes in other parts (eg safety equipment, which has different requirements and regulations at different GVWRs). There could also be changes related to dynamic (handling) tests, eg a lower GVWR vehicle could be supplied with lower performance shock absorbers.

[Dick tracy]

Just combine your axle limits and compare it to the Gross vehicle weight limit, if it is similar to the commercial set up, you have your answer. Axle limits are the key factor to begin with anyway. Payload is merely a calculation, not a limit - gross vehicle limit minus unburdened weight, BAM payload

[JDG]

Start with your axle ratings (add front + Rear). Take your truck to the scales and weight it. Add your two axle ratings and subtract the trucks overall weight. The difference should give you your payload not limited by the 10,000lbs Rating. Basically what Dick Tracy said above.

[Dale T]

This might have been said previously, but the original post inquired about payload capacity of his truck. As defined by all manufacturers, PAYLOAD CAPACITY is GVWR as shown on the driver's door jam sticker minus shipping weight (tare weight) of a specific truck. Shipping weight is displayed on Dealer Invoice. For example, 10K GVWR less shipping weight (i.e. 7700 lbs) = 2,300 lbs. Payload capacity. Payload capacity is defined as persons, cargo, fuel. Since a 10K GVWR Diesel Engine truck weighs more than a comparable gasoline engine truck, the shipping weight (tare weight) must be used to determine payload capacity. GVWR is calculated using the lowest combination of either combined front/rear axle ratings, frame strength, tires/wheels, springs (suspension). It is common to "derate" GVWR for purposes of driver's licenses, insurance, etc. The derate is done by the manufacturer. This doesn't affect components, only the label on the door. However, exceeding the label GVWR with additional payload can cause the operator of the vehicle to be compromising local laws regarding GVWR licensing regulations.

Simple answer, get your truck weighed empty of all persons, cargo, minimum fuel and compare that weight to the GVWR. The difference is payload capacity.