Ford Increases GVWR for 2020 Trucks

[librty02]

So just watched this video....

https://www.youtube.com/watch?v=XwD-AXX6X-0

It looks like Ford did the same as GM did with Increasing the GVWR on their trucks to increase payload...

Shown in this video is a F250 Tremor Lariat Ultimate with a GVWR of 10800lbs and 2988lbs of payload in a 3/4 ton diesel...that is an 800 lb increase in GVWR and payload...

[Grit_dog]

^ Re read IdaD post. It doesn’t really matter.

[JTrac]

My new 2020 has the 12,400 rating and 4562 lbs payload. The GM's have 12,250 in the same long bed configuration. The short bed GM has 12,100 but the Ford short beds stayed at 11,500. I think they did it so they can say the have the highest payload capacity of any single rear wheel truck. I'm not sure why they didn't try to beat the short bed capacity of the GM models. I don't know how this stacks up against the Rams.

[RoyJ]

This is why I believe GVWR is mostly marketing driven, very loosely based on real engineering specs.

Given the same rear GAWR, why would a longer frame have greater GVWR? If anything, the longer frame is weaker (highly doubt cross section is changed). Why can't a short box carry the same GVWR?

My guess is marketing doesn't want you to believe a long bed is less capable, so jacked up the GVWR to compensate for higher curb weight.

[4x4ord]

The gvwr of the crew cab long box diesel 4x4 is 12400 lbs vs 11,500 lbs for the short box. The added length adds 250 lbs to the truck so the payload of the long box grows by 650 lbs. RAWR is the same on both.

[GDS-3950BH]

4x4ord wrote:
The 2020 F350 crew cab diesel long box has an increased payload as well. The GVWR of the long box is 12800 but the short box F350 remains at 11,500. The funny thing about this is that the rear suspension on both the long and short box is rated to 7230 lbs.

Is that 700lbs additional payload, or the additional dead load of the longer box and longer frame? That additional weight has to be added in somewhere. 700 lbs sounds about right for another 1'-3" of truck. The 7230 is based on tire load capacity.

[FishOnOne]

librty02 wrote:
So just watched this video....

https://www.youtube.com/watch?v=XwD-AXX6X-0

It looks like Ford did the same as GM did with Increasing the GVWR on their trucks to increase payload...

Shown in this video is a F250 Tremor Lariat Ultimate with a GVWR of 10800lbs and 2988lbs of payload in a 3/4 ton diesel...that is an 800 lb increase in GVWR and payload...

Adding a link...

Link

[FishOnOne]

ShinerBock wrote:
So now both GM and Ford have a 250/2500 truck in both class 2b and class 3. I will bet that there is no difference between the 250/2500 class 2b trucks with 10k GVWR and the 250/2500 trucks that are over 10k GVWR in the rear other than their sticker.

When I went and looked at the new 2020 Super Duty's I noticed a lot of the F250's were equipped with the HD trailer tow package which means they have a F350 spring pack and a F350 rear end.

[4x4ord]

The 2020 F350 crew cab diesel long box has an increased payload as well. The GVWR of the long box is 12800 but the short box F350 remains at 11,500. The funny thing about this is that the rear suspension on both the long and short box is rated to 7230 lbs.


Edit: GVWR of long box can be as high as 12400 lbs not 12800 lbs.

[IdaD]

ShinerBock wrote:
That is not the case in Texas. The registration fee for a pickup truck over 10k GVWR is twice that of a truck below 10k GVWR. It is not much, but it is more I would have to pay just to have a sticker that says 10,800 GVWR when I could have one that says 10,000 GVWR that is able to handle the same amount of weight. There are also CDL requirements in many states for any commercial vehicles driven that has a GVWR of over 10k.

Sure but how much do you value being able to banter about a meaningless payload figure on this site? It seems to matter a lot to some folks.

[wanderingaimles]

Dont a handfull of states play their socialistic tax games at the 10,000 pound point?
So manufacturers play the game too to help folks dodge greedy govt.
It's all just posturing and a matter of how much they can take.

[librty02]

ShinerBock wrote:

librty02 wrote:

In Pennsylvania

Class 4A 9,001-10,000 GVWR $220.00 Yearly Registration Fee
Class 4B 10,001-11,000 GVWR $220.00 Yearly Registration Fee
Class 5 11,001-14,000 GVWR $335.00 Yearly Registration Fee

Pa tax is either 6% or 7% (dependent of county you reside in) of cost when you purchase the vehicle only so there is no difference there at all.

That is not the case in Texas. The registration fee for a pickup truck over 10k GVWR is twice that of a truck below 10k GVWR. It is not much, but it is more I would have to pay just to have a sticker that says 10,800 GVWR when though I could have one that says 10,000 GVWR that is able to handle the same amount of weight. There are also CDL requirements in many states for any commercial vehicles driven that has a GVWR of over 10k.

Yeah every state will be different. The only restriction for rv's in Pa is any combined registered weight over 26.001 lbs you need to have a non-commercial class A license. Class B for any one vehicle over that 26,001 lbs

[ShinerBock]

That is not the case in Texas. The registration fee for a pickup truck over 10k GVWR is twice that of a truck below 10k GVWR. It is not much, but it is more I would have to pay just to have a sticker that says 10,800 GVWR when I could have one that says 10,000 GVWR that is able to handle the same amount of weight. There are also CDL requirements in many states for any commercial vehicles driven that has a GVWR of over 10k.

[librty02]

ShinerBock wrote:
I appears that the trucks automatically comes with the higher GVWR, but you can select to have the lower GVWR for free on both the F350 and F250. I would select this option to keep it below 10k GVWR for tax and registration reasons especially if it is free.

In Pennsylvania

Class 4A 9,001-10,000 GVWR $220.00 Yearly Registration Fee
Class 4B 10,001-11,000 GVWR $220.00 Yearly Registration Fee
Class 5 11,001-14,000 GVWR $335.00 Yearly Registration Fee

Pa tax is either 6% or 7% (dependent of county you reside in) of cost when you purchase the vehicle only so there is no difference there at all.

[Williebago]

This topic has lead me to look into the spec data on the various differences on the 24,000 and the 26,000 lb. class A chassis. So looking at the Ford F53 2019 brochure it appears the only difference between these two chassis is the rear leaf spring rating. Same 9,000 lb. front axle, engine and drive train, same 17,500 lb. Dana rear axle, and same tires. Difference is 15,500 lb. springs on the 24K chassis verses 17,500 lb. springs on the 26K chassis.

Can't be more than a couple of hundred dollars of initial cost difference. So why would manufacturers building 37 to 39 foot class A gas coaches not go for the heavier 26K chassis to provide more CCC? Seems that the marketing pitch possibilities alone would be worth those bragging rights.

That certainly seems to be the case in the pick up truck marketing wars.