Maybe I have been overanalyzing this whole payload thing, but I just can’t seem to get comfortable with these ratings and what the Average Joe uses his truck for. I thought the Max Tow option was the ticket, but was it?

Yes, the Average Joe may only cart groceries and an occasional load of 2X4’s on the weekend, but unless you are this Average Joe, or a contractor that rides by himself, these loads don’t add up. Then, load up a contractor’s truck and toss on a trailer with a fair load (not heavy), and you’re our by specification.

It shouldn’t be uncommon knowledge that the maximum tow rating of all new trucks is figured with one 150# driver, and nothing in the truck. That’ll get you the 11,000 pounds of trailer behind a 2010 F-150 Supercrew per specification. Fine. I guess all tools go in the trailer and the bed paint will stay like new. But how many workers are 150 pounds?

Now, let’s not forget that the maximum tongue weight of a trailer on the factory supplied hitch is only good for 500 pounds. Yes, I read it in the 2009 tow guide last night. Maybe 2010 changed, but I doubt it. The same hitch is good up to 1,100 pounds of tongue with a weight distributing hitch. Great. How many trailers are being pulled with the 10% tongue weight rule? I’ll bet a lot are closer (or over) the 15% part of that standard rule. Even if not, how quickly can someone get to 5000 pounds of trailer when actually using it for work… or even fun? And, how often do you see a weight distributing hitch on a contractor’s trailer/truck, or even a boat? Intersting.

So, this is all great that the Max Tow Package adds the 400 pounds to the payload ratings, but even with a stiff payload (heavy half territory) of 1,650 pounds, it all seems still, yet, too light. We can’t assume everybody who tows a travel trailer needs a ¾ ton, right?

Here’s my figures. Shoot some holes in it. I’d love to drive a new F-150 for a daily driver, but even with a 2010 with 400 pounds more payload than my last 2008 Supercrew, a trailer that is 2000 pounds lighter, I still feel I am pushing the envelope. Tell me what you think.

Fiberglass Top 215 pounds
Bed Mat/Plywood 40 pounds
Boots/Tools 30 pounds
My Weight Over Base 90 pounds
Passengers 350 pounds
Weight Distributing Hitch 90 pounds
Travel Trailer Tongue Weight 800 pounds
Bikes and Rack 130 pounds
Total Payload 1,745 pounds
Average Lariat Supercrew Payload with Max Tow 1,650 pounds

Well, we haven’t even pulled out of the driveway and we are 95 pounds overweight.

So, how does this relate to all the gross ratings? If the truck stickers the 1,650 payload, is it still safe to run (or might I say acceptable) to run if the total weight of the truck with trailer attached (not including the trailers GVW) is under the total of the gross axle ratings? I know I am splitting hares here, but the only way to trim the fat is to dump… well, the boots and tools and bed mat, but I haven’t even added a bit of camping gear to the bed of the truck… only the bikes… hopefully standing on some Yakima towers and crossbars on the top of the fiberglass cap (I’ve researched rear racks for the trailer and they aren’t really possible on our trailer frame and bumper).

Don’t get me wrong, but for the 50,000 miles or so I log each year, I’d like an F-150 ride – not to mention the luxury and better fuel economy over my diesel F-350, but if I can’t have a bit of fluff in the payload department, how can it possibly work? Certainly every travel trailer hauling Joe isn’t driving an F-150. And, what did we do in the earlier days with payloads less than the current Max Tow Supercrew? Am I seeing this wrong? Any CONSTRUCTIVE input is appreciated. These new F-150's with all the anti-sway, advanced powertrain monitoring, etc seem to be the whole bag of chips, but something about the numbers keeps me at bay.

Smoke

 

Yes, you are overanalyzing the whole situation.

My '08 F250 only has 2k lbs of available payload. Using your example, that would leave me with only 1k lbs available for tongue weight, again with no other camping supplies. That would restrict you to a ~7k lbs TT, assuming 15% tongue weight, and the setup would be maxed out. Does that make any sense?

How about having a GAWR of 5200lbs front, 6100lbs rear, but only a 9600lbs GVWR? A F350 with the same axles has a GAWR of 6000lbs front, 7000lbs rear, and a 11,300lbs GVWR.

My point is that the numbers are all marketing. People have been towing loads with 1/2 ton trucks since all the way back when a 1/2 ton only had a 1/2 of payload. Modern 1/2 ton trucks have over 3/4 ton of payload. Hitch up to your trailer and enjoy.

 

I think you've just come to the conclusion that many trucks are over their at least GVWR when towing any loaded double axle trailer.

Some of those things in your list can be moved to the trailer, like the bikes on the back of a trailer. Oh, and skip the topper for the new truck if you can. Maybe a 30 pounds soft bed cover is enough for your needs.

 

Most of the campgrounds I have been to at least 75% are 250/2500 models. Of those, 1/2 could get by with a 150/1500. Most buy 3/4 ton because that is what they think is needed to tow a trailer. I guess it is easier than sitting down and doing the math.

I considered an F-250 just because the F-150 with max tow was so hard to find. I looked from Denver to Chicago and Minneapolis to Kansas City and found only six! That included a dealer with over 200 F-150's in stock that didn't have a max tow.

Typical trip for me is 3 passengers (600lbs) firewood and spare water jugs (200lbs) everything else goes in the trailer. Camper is 7,400lbs gross but typically weighs about 6,000 when I tow it. Tongue weight is about 500-600lbs with a weight distributing hitch.

That leaves me little room to spare based on 1,500lbs payload capacity. Maybe more if the 2009 FX4 can really haul 1,810lbs.

This weight is pretty typical of most campers I see. Usually two passengers, maybe some small kids and a dog. Certinly nothing requiring a 3/4 ton truck.

Fifth wheel is another story. I wouldn't tow a fifth wheel with my F-150.

Since most of my driving is NOT towing, I prefer the MPG and ride of the F-150 over the F-250.

 

SlvrFX, you sound like you are in the same realm as I with weights. I really like my F-350, but frankly, after downsizing the travel trailer this September I really don't need it. Between the size, fuel economy, comfort, ride, etc, of a Superduty, an F-150 could be fine. I am a little leary because when I bought my 2008 F-150 King Ranch Supercrew, I calculated all the weights carefully, and knew I'd be close. Well, it was a BIG shock the first pull, but not something I didn't get used to soon afterward. It was no diesel... obviously. I was strictly a diesel driver and tower, so it did take several trips, though, before I became comfortable.

Then, we unexpectedly had to change trailers to something longer and heavier, and I had never weighed a trailer before and was surprised to find the 425# tongue actually at 850#. That put me close to 500# over the payload, and simply, the truck pulled less than I expected and I couldn't put a thing in the truck. At least that trailer I could put the bikes on a rack in the back.

Now, we have a made what we hope to be our last trailer until the kids are in high school, and we are at 4,800 dry and about 6,500 loaded. I think we are right around 5,800 so far loaded, but may approach 6,000. The tongue now is at about 700#, but the front storage (and only main storage) is in the front. The trailer is not really accomodating for loading up the back with extra weight, and the frame is a lightweight punched type that doesn't really accomodate a bike rack, either. The 4' tube bumper racks are out, too. That puts the bikes in the truck... or on the trailer frame in front. As for the topper, I could lose 90# with a fiberglass tonneau, but I need something more secure than a bak-flip or vinyl tonneau.

So, I figure I could be close to the payload, but may well exceed it a bit. after finding my 2008 Screw was actually built close to 400# less than the book advertised, in payload, I have been researching the death out of these new trucks with the Max Tow. I see they genuinely have close to 1,550 pounds where I was at 1,280 with my 2008 if I recall correctly. That's good, and I guess if I could get an actual curb weight on a loaded 2010 Supercrew Lariat or King Ranch, I could do the GVW math as well. As another savings, I could sacrifice (nah) and get a shortbox and get another 100 pounds of payload, too.

Any more input is appreciated. I, too, don't think a 3/4 or 1 ton is needed for all trailers, but I'm having issues with the calculations. It's stupid since I drive 50,000 a year to/from work and the jobs, while I probably tow 5,000 on a great year, but much less on average. Maybe a trip to Disney from Illinois next year would be the extent of a BIG trailer drag. All the rest are within 300 miles of home on average.

 

That's pretty interesting... and a good point. My current 2008 F-350 Crew Cab is the animal you name, and my payload is just over 3,600 pounds with the heavy duty 11,300 GVWR package.

 

SilverFX, on most 2009-2010 supercrew F150s, you are over your TREAD act weight limit (see sticker in door hinge). For example, my 2009 FX4 crew with Luxury Package, no sunroof, no nav, no power rear slider, has only 1198 lbs of payload capacity. With you plus two buddies, firewood, and water, we are already within 400 lbs. of my available payload... meaning my tandem axle trailer cannot weigh more than 4000 lbs. if I have 10% toungue weight. Now had I opted for a Platinum crew cab, with all the bells and whistles I wouldn't be able to carry you and your three friends with me... since we all weigh in at 200 lbs... and still put my 100 lb. fat lab in the back. It's crazy.

I have never seen a 2009 FX4 with more than 1400 lbs. of available payload.

I like that you agree this type of load is very typical for most campers, it is also typical for most fishermen here in Texas. Thus, our delimna. For me, when I am loaded down, I try to stick to highways, avoid pot holes, etc. so that I don't kill something. My hypothesis is that since a truck is more capable, physically, than a car, they probably come in a little conservative with those numbers... i.e. I can safely have 1198 lbs of payload off road, in the sand, in the mud, climbing off road trails, etc. but I can probably BABY my F150 (keep her on smooth roads, keep below 90 MPH, etc.) and be safe with more load...

Maybe I am just dumb, but I can't wrap my mind around my 2009 FX4 having a lighter payload than my wife's 2008 Saturn unless they are figuring in some other variables.

 

Just checked my yellow sticker and it says "passengers and cargo" not to exceed 1,153 lbs. Which brings me back to my original question: Isn't this the same as the non-max tow rating? Don't the added leaf springs increase the capacity? They apparently do on the 2010 model. Is it just a misprint in one of the spec guides?

 

Since we don't know what truck configuration you have, we can't really answer.

Typically, the 2010 Max Tow equipped Screws are in fact showing a 400# advantage over the 2009's on the door sticker... but identically equipped trucks. So, a 2010 shortbox Screw Lariat 4X4 is showing about 1,673#. The same identical truck in 2009 is showing 1,273 with the Max Tow included, too.

Your rating (1153) tells me you probably have a 2009 or 2010 6-1/2 foot bed loaded to the gills FX4 (Silver ) without the Max Tow. Close?

 

I have a 2009 screw FX4 WITH max tow and 6.5' bed 157" wheelbase. Thats what is still bugging me. 2010 brochure says 1810 lbs with max to, 2009 brochure does not have an additional line for max tow on payload chart. Is the 2009 supposed to be 1810 or did they improve payload by 310 lbs in 2010?

 

Because I found the rear springs to be the same on the 2009 and the 2010 Tow Max trucks, I'm sure it's a paper change and a sticker change only. I'd have no issues going for 1,400+ payload in your truck knowing this. The improvement in payload for 2010 I'd bet is only on paper and nothing mechanical. The lawyers probably decided to make the truck more marketable or competetive as said here before by someone else.

 

The 2010 models have new rotors and braking. Maybe this is a factor to the increased payload numbers over the 2009 models. Maybe the frame has a larger wall thickness. These are all guesses on my part. It's more than likely, the engineers checked their numbers a bit and found they could bump up the payload capacity with a small bite into the design safety factor (ie. actual capacity/stated capacity).

 

SilvFX, you got what you got according to the label you read. There are mechanical changes to the 2010 models like brakes and who know what else we do not know that may impact that yellow sticker payload rating.

 

Ford was at a competitive disadvantage vs other Crews in payload dept. So they changed the sticker.

No mechanical differences that have yet to be found on '09 max tow vs. '10 max tow. (other than brakes) Not sure why upgraded brakes would affect rear GAWR?

If there are pls share.

 

One of these days Mike @ PUT.C will fill us in....