F250 towing capacity

[ahlkey]

I have a 2002 F250 reg cab, 4X4, 6.8L V10, truck with a 3.73 axle and manual transmission. It is in great shape with less than 30,000 miles so I would like to keep it. It pulls excellent and I have been using it on the farm to pull a 10K dump trailer using a 2 5/16 ball hookup. Actual mount frame on the truck indicates weight distributing of 12,500 and manual says weight carrying capacity of 5,000 with a GCWR of 16,500. It also notes a maximum loaded trailer weight of 10,300 lbs. My questions:

1. If I have been just connecting the 10K trailer to the truck am I way over the limit? I have loaded the trailer with gravel, firewood, etc... to the max and the truck handles it easy even though I am using only a conventional 2 5/16 ball. If I hook up my weight distribution setup with sway bars that I own for my RV that states 12,500 LBs capacity to match the truck frame am I then ok? The dump trailer empty alone weighs about 4,000 lbs so I guess I just do not understand what that 5,000 means?

2. I would also like to increase my capacity on this truck by either removing the factory 2 inch frame hitch and go with a larger 2.5 inch channel frame hookup or alternatively go with a 5th wheel? However, the manual states that with the 3.73 axle that you do not gain anything with the 5th wheel. It does add a lot if it was a 4.3 axle but it doesn't seem to make sense to upgrade the axle. Could not find anything about the larger 2.5 frame setup online.

3. I do have an equipment trailer rated at 14K (7K axles) and even though I never have even come close to 10K of load/trailer combined t would be nice to load it higher when moving heavy equipment if the truck setup could modified somehow.

It seems the V-10 can pull the weight easily but I want first of all to make sure everything is safe and correct. Anyone done any modificaitons to their F250 model that would help increase GCWR loads?

 

[Diamondpilot]

Plain and simple your truck is limited by its relatively light 16,500# GCWR limit. Its all due to the axle rating. You simply take this weight minus the weight of your truck and this give us your tow rating which is 10,300# which means your truck weighs 6,300#.

As for the 5,000# weight carrying it means the max weigh without weight distribution hitch.

Upgrading you hitch will do nothing for you since your truck is limited by the 10,300# number.

For example I have a 2004 F-250 with the 6.0 Diesel and its GCWR is 23,000# and the truck weighs 7,500# with me in it and 3/4 tank of fuel so it has 15,500# of towing. It had the same hitch as you that limited me to 12,500# so I upgraded it to a Reese Titan 2.5" hitch that has 15,000# tow rating.

I also have a 2006 F-350 with the 6.0 Diesel and its GCWR is 26,000# and it weighs 7,600# with me in it and 3/4 tank of fuel. That yields me 18,400# of tow rating. It came with a 2.5" hitch that is limited to 15,000# so I can only have 15,000# of the rear hitch but to take advantage of the full 18,400# of tow rating I would have to go Goose Neck or 5th Wheel.

There is noting you can really do to up the rating of the truck. It has what it has and was certified at the factory. You can change the axle, ect but what the door sticker says is the final deciding factor.

I looked at the 2006 V-10 listings and they do not even offer a 3.73 anymore. Its 4.10 with 20,000# GCWR or 4.30 and 22,000# GCWR. This would yield you 13,700# or 15,700# of tow rating depending on the axle ratio.

Hope this answers your questions.

Chris

 

[ahlkey]

Thanks for your response. So using my trailers (rated 10K & 14K) with the standard factory 2 inch receiver frame I over that 5,000 lbs all the time. Normally the total weight of the load + trailer I carry is about 9,000 lbs. I thought I was ok as long as I was under 10K. I do have a large Reese weight distribution hitch with sway bars that I could use to get that 10,300. Do I have this right? It sure is had to imagine that moving to the weight distribution set-up I then gain 5,300 load capacity from just a Std bar hitch.

Other than that if I want more I guess I should consider a larger truck with a diesel engine but that is just not in the cards at the moment.

Thanks again for your help.

 

[Diamondpilot]

Thanks for your response. So using my trailers (rated 10K & 14K) with the standard factory 2 inch receiver frame I over that 5,000 lbs all the time. Normally the total weight of the load + trailer I carry is about 9,000 lbs. I thought I was ok as long as I was under 10K. I do have a large Reese weight distribution hitch with sway bars that I could use to get that 10,300. Do I have this right? It sure is had to imagine that moving to the weight distribution set-up I then gain 5,300 load capacity from just a Std bar hitch.

Other than that if I want more I guess I should consider a larger truck with a diesel engine but that is just not in the cards at the moment.

Thanks again for your help.

You have it right. You really do not need the diesel engine. You just need more truck. Ford has something like 14 different combos for the F-250 of payload, towing, and GCWR. You have the lightest F-250 you can get with the 16,500# GCWR.

If looking at a new truck the V-10 will give you about the same tow rating as a diesel but the most important part is the GCWR. That is gained by gears and if its a F-250 or a Single Rear Wheel F-350. As I showed you in my example given above my F-350 which is SRW gives you much more tow rating than my F-250 even though they have the same engine, tranny, and gear. It all comes down to the suspension at that point.

Chris

 

[ahlkey]

Thanks Chris for your clear and informative answers.

 

[Duffster]

But we all know that the realistic capacity of that truck is more than a 10k trailer.

 

[jlrsn]

In as much as I own a variety of trailers I replaced the stock OEM Class IV Trailer Hitch of my F250 PSD with a new Reese P/N 45008 Class-V Tow Beast Receiver Hitch with a 2-1/2 Square Receiver Tube Opening. I have adapters to reduce the Receiver Tube Opening to 2" for when I'm not pulling my heavily loaded trailers. If nothing else the Class-V Tow Beast Receiver Hitch gives me piece of mind when going up and down steep mountain roads with a max gross weight trailer behind me such as Highway 87 between Mesa, AZ to Payson, AZ.

The Tow Beast Receiver Hitch has a 14,000 lb rated 2-5/16" Ball and up to a 12,000 lbs. (GTW) Gross Tow Weight Capacity with up to a 1,200 lb. Tongue Weight Capacity, or up to a 14,000 lbs. (GTW) Gross Tow Weight Capacity and up to a 1,700 lb. Tongue Weight utilizing a Weight Distributing System on the trailer.

My F250 PSD has a GCWR of 20,000 lbs.
Jim

 

[ahlkey]

I was hoping to upgrade to the Class-V Receiver Hitch (2-1/2) Square Receiver. However, my understanding was that I still wasn't going to get anything more than the 10,300 towing capacity I currently get with the weight distribution hitch or GCWR of 16,500. The main reason was the gasoline engine rating on a standard axle (3.73). The diesel engine can be upgraded even thought the V-10 6.8L could pull it easy it doesn't get more capacity even if upgraded.

If I could get 14,000 with my F250 with the distribution setup with the larger receiver I would be very happy to do so. The conversion cost is about $400but why do it if I am not legally gaining anything. Any advice on moving away from the 2-5/16 ball to a pintle hitch?

 

[Duffster]

I hoping to upgrade to the Class-V Receiver Hitch (2-1/2) Square Receiver. However, my understanding was that I still wasn't going to get anything more than the 10,300 towing capacity I currently get with the weight distribution hitch or GCWR of 16,500. The main reason was the gasoline engine rating on a standard axle (3.73). The diesel engine can be upgraded even thought the V-10 6.8L could pull it easy it doesn't get more capacity even if upgraded.

If I could get 14,000 with my F250 with the distribution setup with the larger receiver I would be very happy to do so. The conversion cost is about $400but why do it if I am not legally gaining anything. Any advice on moving away from the 2-5/16 ball to a pintle hitch?

You are not legally limited to GCWR in WI.

Pintle will gain you nothing.

 

[ahlkey]

So are you saying if I did upgrade to the 2-1/2 inch receiver with the 14,000 lb capacity I am fine in Wisconsin? However, wouldn't I still be over the manufactuer's limit of 16,500 by a lot if I used the full capacity of the new receiver/hitch. I believe the frame or pulling ability is not really the issue as the F250 is the same as the F350 and the V10 is capable, but rather the drive train or something else? The Diesel version of the F250 doesn't have those restrictions and is heavier. I just talked with the Reese dealer who confirmed he could do a 14K hitch on my F250 truck. To be honest I have overloaded my setup beyond the 10,300 capacity more than once but thought I was ok given the hitch says the limit with the weight distribution hitch is rated at 12,500. Anyway adding 1,500 lbs may be worth it but if I am going to blow the transmission because of it that would be a poor decision. It seems like just staying with what I have even if slightly overloaded at times would probably be ok. If need more capacity more often than I could go with a the larger receiver but this would put me even further above the manufacturer's suggested level for combined GCWR. Short of picking up a used diesel F250 truck or larger I guess I have no other options.

 

[jlrsn]

I reread your truck description and if you have the V10 and hopefully a 6-Speed ZF Manual Transmission you might have a way to go. The 3.73 rear end is fine. I've had many Ford Diesels over the years including with the 4.10 rear end and you fuel mileage suffers with the 4.10. What are the axle weight ratings per your door label? What tires and wheels do you have?

I know that all states are not the same regarding Registering Trucks and it used to be commonplace to upgrade a truck. If it gets too much Dollar-wise and if you can get your hands on a low mileage 2000 F250 7.3L PSD with a 6-Speed ZF Transmission you have everything you need. The 99.5 and 2000 had the Forged Connecting Rods and many other features and are considered by many to be the best!

Give us all the data on your existing truck. The only difference between the F250 and SRW F350 are the rear spring spacers.
Jim

 

[Diamondpilot]

I do not get where you guys say the only difference is spacers? My F-350 has no spacers but has heavier leaf springs in the rear. I have not seen a factory F-350 with spacers in the last 10 years or so.

I agree his truck will do more but legally he is limited by his GCWR in most instances.


Chris

 

[jlrsn]

Chris,
I might have been misinformed regarding the Rear Spring Spacers as I when my brother went in to buy a new late 2003 SRW F350 6.0L PSD the service manager at the dealership told him and I that the only difference between the rear suspension of the F350 and F250 were the spacers and that the ride was much smoother in an F250 6.0L PSD. My brother later regretted buying the 6.0L due to constant engine and transmission problems.
Jim

 

[Diamondpilot]

I have both a F-250 and F-350 and can not tell any difference in the ride until its loaded down then the F-350 shines.

Chris

 

[dodge man]

I've noticed the tow rating of a lot of vehicles will change as the axle ratio changes. There is no other difference between the trucks in terms of hitches, transmissions, axles, springs etc. The higher numbered rear end is the only difference. My understanding is that the higher numbered rear end takes some of the shock off the driveline as you start out, there by increasing the tow rating. If it were me, and you are just a little bit over the tow rating of your truck and the only thing it would take to get you within the rating is the rear axle ratio, I wouldn't worry about it.

I'm not saying that it would be 100% legal, that may vary by state.

 

[Diamondpilot]

I've noticed the tow rating of a lot of vehicles will change as the axle ratio changes. There is no other difference between the trucks in terms of hitches, transmissions, axles, springs etc. The higher numbered rear end is the only difference. My understanding is that the higher numbered rear end takes some of the shock off the driveline as you start out, there by increasing the tow rating. If it were me, and you just a little bit over the tow rating of your truck and the only thing it would take to get you within the rating it the rear axle ratio, I wouldn't worry about it.

I'm not saying that it would be 100% legal, that may vary by state.

I agree 100%. We all know that the V10 is a very capable engine and its on a capable truck.

Chris