truck payload rating system in america ?

[excelagator]

You can tow 10K behind an F-550 with a typical driver's license

Ha.........Years ago in Fla you could drive anything as long as you don't get paid for it!

Dan

 

[JB4310]

Ford list my truck as a GCVWR at 15,000 with the 5.4 3.73's and 139WB and has a max tow rating of 9,300# but with my trucks weight of 5560# its a little better. 15,000#-5,560#=9,440# But in reality you should never exceed a printed limitation so that 9,300# is my true limit. Hit the "Towing" tab on the link below.
Ford Trucks: F-150 Cab, SuperCab, SuperCrew & Cargo Box Dimensions | Ford Vehicles

So all in all I think Ford is fair with the numbers. I have seen other manufactures pad them.
Chris

There was a spirited discussion awhile ago (I think it was here, might have been on one of the diesel truck sites) about trailer weight and GCWR, like in your example if you really had a trailer that weighed 9,440# and you had 10% of that on the tongue, if you stayed under the GCWR of 15,000# would you be exceeding the specs.
I would argue no since the load is now on the truck, not sure what the legal answer is or what the majority opinion was, but even if you got stopped and had all your axles weighed and you were under on the GCWR, in this case your trailers axles total weight would be well under the 9,300# manufacturers rating.

As far as the manufacturers padding their ratings, one guy deducted his max trailer tow rating from the GCWR and ended up with a truck with a dry fuel tank and a 75 pound driver!!!
Talk about 3rd world status!
JB.

 

[Diamondpilot]

That is probably what is happening in my case. I only weigh about 165#. Anyway its nice to know it will actually tow what they publish no matter if its in the bed or on the ball.

Options on the truck can also really deduct. My truck is loaded with every option on the list and I am still good. I carry a small tool box, 2 ball mounts, 2 tow straps, a 20'x3/8" chain, a 4 way folding lug wrench, and a 6 ton bottle jack in this truck. It all fits nicely under the seat.

Chris

 

[Bird]

I allways wondered how the American ratings of trucks work : half ton, 3/4 or one ton.

Are the half, 3/4 and 1 ton ratings used in America, just history based classifications which have nothing to do with the actual payload capacity ??

Another thing I haven't seen mentioned in this thread is that the pickup manufacturers changed their GVW ratings about (33?) years ago to avoid having to put catalytic converters on them and use unleaded gasoline. Personally, I don't remember the weight numbers, nor the exact dates, but for instance Ford used to have a "half ton" pickup that was an F100, but its GVW of (6,200?) meant it would have to use unleaded gas and have a catalytic converter, so Ford started building the F150 with a higher GVW rating in 1975 to circumvent the coming emissions standards. If I remember right, Chevrolet called their "half ton" pickup with the higher GVW rating a "Heavy Half", also.

I know we have members with a better memory than mine, but of course they might have to be nearly as old as I am to remember those things. So maybe someone can provide more details.

 

[JIGBUILDER]

trucks payload rating system in America ??
is simply based on the manufactors GAWR's.
Just as a expample the Dodge/Cummins 3500 DRW pickup has a 9350 RAWR. The trucks empty rear weight is approx 3500 lbs which leaves a est of 5850 lbs for its payload. Thats figuring the payload will be a trailer with the pin weight over the rear axle. Loads such as truck camper or a overhead rack will add weight to the front axle also but mostly the rear axle..
GVWR doesn't carry the weight. In some states like TX for example the operator can uprate the truck GVWR to whatever he needs for combination plates BUT he cannot go over the trucks axle/tire caps.
Some states allow uprating gvwr for commercial combination plates for 26001 lbs and above. Again they cannot go over the trucks axle/tire capacities.

 

[ScottAR]

I don't get why a private individual would need a commercial license to drive a noncommercial truck.
L . B .

Simple, The GCWR is over 26,001 lbs and AR does not have a Class A non commercial DL.

Years ago, you could drive anything in AR as well as FL. Dad had an f800 dump, air brakes and all. They used it as a farm truck and then on a development project. No problems.

 

[SnowRidge]

I must confess trying to grasp the meaning of the following has me quite befuddled.

Does it mean if I buy a higher priced 3/4 ton all I'm getting is over charged for a 1/2 ton truck?
Or does it mean I get the 3/4 ton for a 1/2 ton price if I go with a 1/2 ton.?

L . B .

A 3/4 ton truck can haul more than a 1/2 ton truck, and a 1 ton can haul more than a 3/4 ton. Each step up in what is an informal marketing based rating system gets you heavier duty components and usually bigger engines.

You also get to pay more and have a rougher ride.

 

[keeney]

You also get to pay more and have a rougher ride.

Don't forget you also get to buy more gas!

 

[SnowRidge]

Don't forget you also get to buy more gas!

Naw, I bought a diesel, so that I could buy less fuel that costs a lot more.

 

[Renze]

The biggest problem with any 1/2 ton SUV or truck is the rear springs IMHO! They build 1/2 tons to drive like a car and not like a truck. Once you haul or tow that goes to all to h&^%. They S-U-C-K! BTW, Coil springs have no place being put on the rear of any truck (period) Leafs are made for loads and coils for cars.

I towed a light tongued pop-up with my Xterra. The backed dropped 3 inches with 80 lbs. Mind your this is rated to haul 5,000 lbs. Our 08 Silverado dropped 4 inches with a light load on the trailer. If you want to improve any 1/2 ton truck or SUV get some helper springs, but don't exceed the tongue or tow weight. My Xterra has 1-1/2" add a leafs and the (1500) Silverado is getting helpers. If you going to haul/tow anything do yourself a favor add a tranny cooler also.

Just my opinion,
Dan

Kinda the same as what we had happen with the 3.5 ton Sprinter, before and after the spring upgrade. It drove a whole lot better with the 5th wheel trailer, even if there was no load in it. Because it was single rear wheel, the empty drive was better than the dualled version that supplied us the springs.

Air bags inflated to the point that they just lift the car out of the leafs, are the best way to improve both the tow capacity/stability, as well as the smoothness of an empty vehicle.

Even nicer is full air bag suspension, these kits are expensive (3850 Euro was the last set i've ordered in my previous job) but its top of the line....