I plan on doing some upgrades to my truck as far as hauling.

I've done one major thing and that was swap out my 3.55s to 4.10s. Which made a world of a difference in towing things. (I might do yet another swap to 4.56s.)

Secondly, I plan on getting the HD suspension from Ford along with helper bags and 'E' load rated tires.

Lastly, I plan on getting a heavy duty clutch.

So obviously when I'm done, the truck will safely be able to haul 6,000 to 8,000 lbs, possibly more.

Right now, it is at 3,600 lbs for max towing, which is bringing my GCWR to 8,500 lbs according to the registration.

How do I get tell them that it is a modified vehicle and is NO longer to Ford's specs by any means?

Or shouldn't I worry about it?

I just don't want to get stopped one day, and I'm hauling a huge load and I'm like well beyond what it says on my registration.

I'm asking because I am planning on getting a mid-sized camper next year... that I know will weigh 5,000+ lbs.

And I refuse to buy another new truck, because my truck I got now can handle it just fine.

The chassis looks like it can handle up to 10,500 lbs according to Fords specifications. But I got 8.8" rear end and axle. So taking what the average truck can tow, which is around the 5,000 lb range, I shouldn't have a problem with my setup. In fact, it's overkill what I am doing.

So how would I get the GCWR to say 12,000 lbs on my registration?

 

I'd be more concerned with the input shaft on the M5OD........

 

Well... I think the 4.56's will help take the stress off of it alot.

Figuring how much stress is being applied with people that have 3.08's with a 5 speed. I can only imagine how bad that is for it just pulling the truck around with nothing.

As it is now, the tranny has no problem pushing the truck. When I had 3.55's, I could see a big problem with what I plan on doing, but with such a high rear end ratio, it shouldn't be much of an issue.

The way I'm looking... it's going to be around a 5,500 lb trailer... so with 4.56s and a built clutch alone I'll be fine.

I'm going to try pulling various weights from a 5,000 lb trailer to 6,500 lb trailer with the 4.10s and I'm going to then determine if I need to go up still. Who knows, I might not.

Right now pulling my smaller trailer loaded up to 3,500 lbs is a joke to the truck, compared to what it was with the 3.55s.

 

IMHO, There's no way in hades the GVWR went up by re-gearing an 8.8. Gearing alone does not establish the GVWR, and there's no one change you can make to it and accurately estimate its impact on the GVWR. When the engineers at Ford established the specs to start with, they looked at the vehicle's combination of engine, transmission, chassis, cab, axle size, drivetrain type, and gear ratios. Unless you've changed to a configuration Ford originally offered (e.g. if you went from a stock 3.08 to a 3.55 rear end), it'll be impossible to estimate what impact your changes have had on it.

For example, if a truck is a standard cab, short bed, 4.6 manual trans, 4x2 with a 3.31 rear end, it's rated for 2400 lbs. The same truck with a 3.55 is rated for 3700 lbs. That doesn't mean that by installing a 4.10, the towing limit goes up to 5000 lbs, since Ford never offered that.

Furthermore, the gross axle weight rating doesn't change by changing the gears. Therefore the cargo capacity of the truck remains unchanged. Changing the springs on an 8.8 doesn't affect the bearings, axle shafts, wheels or tires the truck is equipped with, so an accurate estimation of the change in GVWR with springs and gears is not easily quantified.

Now, all that being said, IMHO you need an automatic trans at the very least. The M5OD is marginal for a 4500 lb truck to start with. Even with the shorter gearing, the trans isn't going to hold up to the job. Some people are of the mind-set that if you can connect it to your hitch, you can haul it. I don't believe in that philosophy. IMO, if you know you need to haul a 5500 lb trailer, buy a truck capable of hauling 7000 lbs, and know that the engineers that designed, tested, and rated the truck have done so with your hauling in mind. The truck will be guaranteed to be up to the task.

Just my .02...

 

Well... I don't see it having much of a problem with the rear end... being it an 8.8"... because it is the same axle used in for the 4.6l that can tow more than what I'm looking to tow. So the axle rating should be sufficient.

As far as anything else.. I don't see any problem in why it can't be done.

Truck does excellent when hauling 3,500 lbs, plus the additional weight of the extras I got on it. Passing power is better than most rigs I've driven.

So, I don't see what the problem is. It's safe, reliable, and does the job better than an automatic truck because I have the option to stick in a gear. Which is my biggest issue with automatics, they tend to hunt for no reason.

I'll just have to test it out... heck I towed a 6,000 lb boat with my '99 with the 3.55's and NEVER had a problem. But I still have that low GCWR on my reg making it kind of illegal what I was doing in some sense of the word.

So if my '99 can do it so can my '07 with the 4.10s.

So no one has really given me a clear cut answer...

 

If you know something that the engineers that designed your truck don't, rip the badges off the truck and tell 'em it's a home-built vehicle. The state won't care.

Just because you CAN tow something with your truck doesn't mean you SHOULD tow it. You're completely negating the fact that the transmission isn't meant to haul that kind of weight around. Regardless of the gearing in the rear end, it doesn't change the fact that you have to launch the rig from a start, and the trans simply isn't up to the task. It's not a clutch issue alone, it's not solely a gearing issue, it's not a spring issue, it's a RIG issue. Your vehicle was engineered as a system not a pile of parts selected at random.

There is no one table or chart you can reference that will provide you with the information you need, or the hard info the state may or may not require to change the rating as recognized by the state. If you choose to exceed the manufacturer's ratings, or modify the vehicle in the way you have, you're on your own. You can make up whatever numbers you want the state to have, but it won't release you from the liability should something go awry on the road. God forbid you get involved in an accident (whether it's your fault or not) and the insurance company on either side gets wind of it.

As for the manual trans doing the job better than an auto, that's simply not the case in an F-150. If it was, they'd offer the manual trans behind the 4.6 and 5.4 as well, and not de-rate them for towing. The fact of the matter is that particular manual trans just doesn't cut it for towing. Hell, it barely handles the stock truck. JMC threw one behind his 5.4 for fun a few years ago... He ends up changing it almost annually because it wears out the bearing bores due to the excessive loads placed on it. It simply doesn't handle hauling a stock truck around, let alone serious towing.

It's simply not a good idea. Do whatever you want (since it sounds like you're going to anyways). But don't expect anyone of sound mind and judgment to tell you it's a good idea. Can it be done? Yes. Does that make it a good idea? Nope.

 

The short answer is that only the manufacturer can set the GVWR, GAWR, and GCWR that has to be used for your registration. Although your mods may increase the durability of those particular parts, the ratings will always be what your vehicle was manufactured with. If you tow over those ratings and get pulled over and checked you will get a ticket. Feel free to plead your case to the judge at trial but I think you will be out of luck.

 

you plan on doing this with a v6?

 

I found out my answer in a round about way...

First, the weight that is on the registration is the GVWR - GCW = GVW So basically, that is the max I can go if I fully loaded the bed for example.

Like in my case it is 8124 - 2250 = 5874.

Secondly, as long as I don't exceed the GVWR on the truck, it is fine and legit. So if I've got a 350 lb tongue weight, and I'm hauling 5000lbs, I am fine and dandy.

Thirdly, and lastly, there is no law stating the max tow rating on any vehicle, because it can vary greatly. The towing guide (chart) is only a recommendation set out by Ford. However, the only laws that need to be followed are the following:

Length restrictions.
Weight restrictions.
Trailer Brakes on trailers that are (in NY for example) 3,501 lbs or greater.
Proper lighting on trailer.
Proper GCW on trailer.

Basically, if the truck can pull it, and the thing has working brakes and lights, it is ok to use.

*Verified by reading USDOT documentation.

 

Different states handle registration differently. Missouri plates are for the GCW, not GVW. I have 6000# plates, and technically I cannot exceed 6000# combined truck *AND* trailer. Next step up in MO is 12000#.

Now, technically I can tow 3500# - *BUT* the GVWR is 6050 and the GCWR is 7800#. That means the truck better be pretty empty and stripped out if I try to tow 3500#. Have I exceeded the GCWR? Yep. Have I overloaded my plates? Yep. Have I towed more than 3500#? Nope. Am I legal doing this? Nope. I'm exceeding the truck's GCWR and my registration. Did I have any problems? Nope. Should I be doing this as a matter of habit? Nope. Will the V6 pull this kind of load? Yep, easily. The *transmission* is what's limiting it. I have a heavy duty aftermarket clutch and it doesn't care.

Bottom line, if you need to tow a 6500# trailer and stay legal and want a manual transmission, trade the thing in on a Super Duty.

 

Well, I might buy a SD then... but it won't be until next year the earliest.

 

I got curious, and called my local DMV for more information...

Well, go to find out, the only thing the DMV cares about is the MGW. So I told them my intentions of my modifications and they said, as long as I increase MGW and pay the extra fees, I am fully legal to operate the vehicle at the load specified on the new documents.

They say it is a common occurance, because people will lower the MGW to save money on the registration, and they encouraged me to keep it where it was until as such time if I need to haul anything bigger for a long period of time. Which also means if I did get into accident, an I was carrying more than 3600 lbs, the insurance covers it because it was legally registered. Not to mention there is no surcharge for changing the MGW. You only pay the extra amount for the calculated extra weight.

IIRC, I think I told them that I wanted my GVW to be at 8124 because I calculated my GVWR unladen... I don't remember... because it was at the same time when I got my commerical plates because I do use it for commerical uses. But I did pay for the extra MGW that was beyond 5,501 lbs.

 

You also need to consider the effect any mods you do on your warranty.

I have no PROOF, but I *believe* that there is NO difference between your truck and one with an automatic *except* for the transmission. This would lead me to believe that if you looked up the weight limits for the same truck except with an automatic, all the components except for the tranny are good to go to THAT weight without overload. (Axles, chassis, the rest of the drivetrain, wheels and tires, etc.)

 

That's what bothers me. There is no difference other than the tranny.

If the only thing that is holding me back is the tranny, then I can have it built up. It's still much cheaper that buying a new truck.

If you go to the diesel section, I stopped by the dealer and spoke to someone over there. Without me typing a whole lot; I wasn't too impressed with the 5.4l with the 6 speed, except for the L granny gear. (Here's a link of my experience: https://www.f150online.com/forums/sh...d.php?t=328446 )

I don't think hauling between 5-5.5k out of the already modified truck is going to hurt it.

Before I buy a new truck, I'm going to try it this summer, and see how it does. If it does poorly, I am left with no choice. But I'm going to give it a chance. It can't hurt because it's only going to waste some time and a few bucks in gas to try. Who knows, it might do very well.