Man, you’re a brave man! You mentioned wife, payload, and slim fast within a couple sentences! A woman will hear she’s nothing but payload, you’re calling her fat, and she better get on slim fast or she can’t go!
Great explanation and it’s great to raise awareness of payload versus tow rating. You could take it a step further by going to a truck scale and starting with the weigh ticket and compare to GVWR and GCWR. That’s what everyone should do at some point, because until you weight it, you can’t know for sure.
Glad someone tackled the payload issues we all have when towing a camper with a 1/2 ton. You did however say hundred when you meant to say thousand a few times. One was towards the end of the video when you said the GCVWR was 17 hundred pounds. I’m sure you meant to say 17 thousand pounds. BTW my 2008 Tundra has a 16,000 lb GCVWR. Again, thanks for addressing a very misunderstood #!
Tim great video discussing the correlation of how payload affects and may limit a trucks maximum towing. When you were talking about the GCWR of both the Ford and the Toyota in the video, I believe you forgot to include a “0” in each of their combined weight rating numbers that you mention starting at around 10:10 in the video.
Ty for the videos ... and yes max load mentioned earlier is a bit much for a 1/2 ton truck. A better fit would be a 3/4 orfull 1 ton truck, as you have mentioned a time or 2.
Good video and great information, payload is more important than max towing that’s the number to look at. Also, there is a Huge difference in the same truck payload if it’s 2wd or 4wd, 2wd has more payload and more towing. The less features the more towing capacity you have
Good information Tim and well explained! If you configure a truck build on a manufacturer's website, I think they should show the payload and towing numbers difference each time you add a package, different tires/wheels, pano- sunroof, off-road skid plates, different size cabs etc etc. This information should be readily available so the customer can see clearly if the payload/tow rating meets their needs as they "build" their truck. The max payload/tow rating is essentially false advertising and misleading as virtually every truck owner has some installed packages to their truck that bring the payload/tow rating down and often by hundreds of pounds. You should know where you stand with this very important information configuring your truck on the manufacturer's website. You shouldn't have to play the guessing game at dealer lots checking on sticker ratings! It's a safety issue and the information should be more transparent!
Good points Tim. However,, almost no trailers have 10 % TW. It's more like 12 to 15%, from years of experience. Another point is that even though you may be under payload capacity, you can be over the RAWR , because weight on the hitch transfers several hundred pounds from the steer axle onto the drive axle. Like a teeter totter effect. A WDH does not transfer 100% of the weight back to the front either.
I know some manufacturers will have the dry tongue weight listed. Would you calculate the dry weight and dry tongue weight to get the percent and apply that to the trailers GVWR?
Right, there’s always more to the story on towing. This was a simplified version. Interestingly, Toyota states the maximum tongue weight on the Tundra at exactly 10% if you look closely at the spec chart. Also, I’ve been seeing the new lighter weight trailers have even less tongue weight than 10%.
@@Pickuptrucktalk That's interesting. I don't know how they expect you to get exactly 10% Maybe they are trying to avoid overweight on the rear axle? I had a courier business for years that I passed on to my daughter. We delivered probably thousands of trailers for RV dealerships in Alberta. I never saw one at 10%, even completely empty. I would think a tongue weight under 10% would cause all kinds of sway. You explained everything accurately and easy to understand, good job.
@@robertosena5277 The dry tongue weight is not your actual tongue weight. As soon as you add batteries and any weight forward of the axles, tongue weight increases. My current trailer is 4900 lbs dry and stated TW is 540lbs. I think. Actual weight last time I weighed was 5600 lbs, TW was 825 lbs or almost 15% To get the real tongue weight you need a scale or a CAT Scale.
Properly set up a WDH should transfer 100% back to the front axle. Only way to know for sure is to scale it when setting one up. It is also possible to transfer MORE than 100% which is not good.
Hi Tim. We should talk some time. I'm just going through the process of having my truck re-engineered to upgrade my door sticker. I have learned a lot about payload and towing numbers. Now first his truck has 1900 lbs payload because it is a 2WD and as such would weigh 300+ lbs less. Your trucks payload is less because it has a transfer case, a front drive shafted, a front axle, two front CV axles and all the fluids involved. Not because of the sun roof. The second thing is that Ford offers 2 axles. They have a regular capacity "Super 8.8 inch" axle designed for fuel economy which is rated for up to 3800 lbs. They also offer a "heavy duty 9.75 inch" 3/4 floating axle rated for up to 5300 lbs. Your pal has the first one. (All F-150 front axles are rated for 3800 lbs) Now axle ratings can be decreased by tire ratings. The listeners truck would have this. This is why both stickers inside the door show the tire with it's weight rating on each sticker. If you reduce the tires weight rating, you reduce the payload. Alternatively if you increase the tire rating you may or maybe not increase the payload depending on the rest of the mechanicals. His front axle is likely rated for 3150 lbs and his back one is likely rated for around 3600 lbs. Now GVW (which we don't really use here) is the addition of these two numbers. So in this case if I was right about his axle ratings, his max GVW would be 6750 lbs which would make the GVWR maybe 6200 lbs. Now GVWR used to stand for Gross Vehicle Weight Recomendation but the manufacturers changed the "R to Rating" so it would sound more official. The reason for this recomendation is that you can never load the vehicle perfectly. This gives some lee-way for payload to shift between the front and rear axles. I have a video about this on my channel.
Ignoring payload limit for the moment, the Tundra's 10% tongue limit only applies to very heavy loads. The Tundra's maximum tow rating if properly equipped is just over 11,000 pounds. The maximum tongue limit is just over 1,100 pounds. That's where the 10% tongue limit comes from. If what you're towing weighs 7,300 pounds or less, then the trailer can have 10% to 15% tongue weight to stay under the 1,100-pound tongue limit. The same math applies to any tow vehicle, not just the Tundra. Of course, tongue limit and payload limit must both be accounted for when towing.
I love you bc of your honesty. You towed this camper with F-150 last year & now you towed it with the Tundra. Which truck was the best in your opinion?
Hey Tim...this the video I was looking to understand payload terminology..Gracias! Do you know how much the Tundra Platinum AV system helps for towing or payload????
How important is having a wieght disturbing hitch when towing? Should I consider one if I'm hauling a vehicle like a 2010 Ford Edge Limited AWD on a U-Haul car trailer? I don't own a trailer personally and rent one when I need one.
Hey Tim, have you weighed your Tundra yet? If you do, I bet it’ll weigh less than the Toyota specs which would mean that your payload is more than what’s indicated on your door jam sticker. At least one forum member has confirmed this so far. Would be very helpful if you found the time and a nearby scale to weigh your actual truck.
Question that I can’t seem to find a consistent answer on: From a LEGAL perspective solely, can I exceed my GCVWR? For example, truck GVWR (stickered) = 10,000 lbs, equipment trailer GVWR (stickered) = 14,900 lbs; GCVWR = 24,900 lbs. But my actual combined weight as per the scales = 25,000 lbs, therefore 1,000 lbs below 26K CDL limit. Am I ILLEGAL and subject to fines? OR am I merely exceeding the factory limitations/recommendations? Thank you for the help!!!
@@Pickuptrucktalk So are you saying from a legal/DOT/DPS perspective I CAN exceed the GCVWR, but from a liability standpoint (in case of accident / lawsuit / fines), I am liable/illegal?
@@michaellemaire7827 an officer with a scale will give you a ticket. Most officers don’t carry scales though. Your risk. You are illegal if you exceed the limits whether you are caught or not is the gray area.
Yeah they seem a bit confused that payload dictates trailer weight absolutely. Payload can be a limiting factor but isn’t the only factor to consider like you mentioned.
I have to disagree on the 10% for a Travel Trailer! Any other trailer type, 10% works just fine, but a travel trailer is more along 12% tongue weight. J2807 which defines trailer towing for pickups uses 10% as a baseline, but then again, the trailers used for those baselines is NOT a travel trailer. If you do buying based on 10% TW for a travel trailer you can quickly buy more trailer than your truck can handle. Other than this one item, you pretty much nail it. I use a simple rule of thumb when buying an RV trailer for an existing truck. Put the people and stuff in the truck and weigh it, subtract that from the GVWR, you have available payload. Now take that payload and divide by 13%. That gives you a rough GVWR for the trailer to shop for. TW range for conventional towing is 10-15%, split the difference, 12.5% or 13% rounded up. If you have 940 pounds of payload, look for a 7200 GVWR trailer. BTW if you have ever pulled a travel trailer @ 10% you would know why I recommend using 13%, trust me if you haven't, not a fun drive. Again this only pertains to a travel trailer.
It’s on the way. F-150 vs Tundra tomorrow then one a week thereafter. Just have so much to share, I need to space it all out. Takes a lot of time to get everything ready.
Hey, not true. I hauled a 6400 pound travel trailer up and over the IKE twice with a 3.5 EB and 3.15 gears and that was with a 6 speed! Trailer had a GVWR of 7600 and scaled weight was 6400.
@@acdii THAT was a smart ass way of me saying those aren't the Best gears for towing, that was my point... You can get away with anything that doesn't make it right or easy LOL. Thanks for noticing
@@dwightbernheimer331 No, There not the best for towing, I know, been there, done that, but man, when the 3.5 hit the power curve, it moved like a bat out of hell, just not off the line. Have to keep a close eye on temps when climbing mountain grades, and drop gears manually. 3.55 with the EB are much better towing gears, and what Ford puts in their Max Tow package. 3.73 with the EB are not the best because the engine is out of it's optimal power band with the 6 speed. The 10 speed though, the 3.55 are lower than the 3.73 with the 6 speed. The 10 speed is a game changer.
I hate how payload seems to be such an arbitrary number. SAE needs to step in a implement a testing procedure or something to work in conjunction with J2807.
A little off topic but still on topic, does your tundra have air suspension? Was wondering if it auto levels when towing a heavy trailer. I saw a video and it said the different settings turn off at a certain speed.
Then there is what one's Registration is currently, what registration with truck load and trailer should be, and max weight of 26,000 lbs for Class C driver's license. oh, the fun. 😉🤣😎
So you did a good job of explaining how payload and tow ratings are related but did not answer the gentleman's question. Which was, is it payload rating or hardware keep his truck from having a tow rating closer to 13,000 than 9,100 pounds. And the answer in this specific instance is technically minimal hardware and not payload capacity. And, guess what? This can change with every variant of every truck. Anyways, in this case it's actually the GCWR of his truck that is the limiting factor. Given the GCWR is 14,200 pounds and the weight of his truck (payload minus GWR) is 4839 pounds if he towed a trailer actually weighing 9100 pounds he would have just 261 pounds to spare between his GCWR and the total weight of the trailer and truck combined. So Ford allowed for one good size ol' boy and his luggage essentially to make the trip while pulling the max weight trailer. I guess the family will have to fly in. Now, while a 9100 pound trailer would put the truck very near it's max GCWR, there would still be plenty of payload capacity left. You just technically couldn't use it. I say technically because there's not much appetite in the U.S.A. to stop non-commercial traffic and check for excess GCWR so here there would be almost no chance of getting caught but the fines can be stiff if misfortune strikes. AND, if you are involved in an accident and you are determined to be overweight good luck getting your insurance to pay. Not to mention the potential however minimal chance a criminal charge could be brought for negligence. The maximum towing capacity for any version of this particular variant (5 liter, crew cab and 2 wheel drive) of F-150 is 10,100 pounds but that does require the 3.55 axle ratio. Otherwise there are no special package or wheel and tire requirements to attain this rating. But the GCWR is now 15,200 pounds. Without researching all the parts numbers it's impossible to say whether Ford simply added a thousand pounds to the GCWR or whether they included higher load rated wheels, tires and suspension parts. More than likely though they did not change a thing other than the rear axle ratio which gave them confidence to raise the GCWR so now you can tow 10,100 pounds but you have to same issue with being within 261 pounds of max GCWR. Of course, you could simply tow the 9100 pound trailer and have gobs of GCWR left to spare! It's always a good idea if you're going to tow to have your rig be a little on the excessive side for what you're pulling anyway. You have to keep in mind that these are MAXIMUM numbers and Ford as well as everyone else is going to spec them as close to the limit while allowing enough wiggle room for a driver as possible. The absolute maximum towing for this version of the F-150 in 2019 was 12,700 pounds and it required the 3.5 liter twin turbo engine, a 3.55 rear end, the max tow package, the 20' wheels and accompanying tires but not the maximum payload package. It's GCWR was 17,900 pounds. There was one model that towed more but it was a long wheelbase. In any event the max towing package included an upgraded bumper, upgraded rear axle, trailer brake controller, max capacity springs, a larger stabilizer bar and beefed up steering gears. So there were elements of the max payload package there without it being the max payload package. But with the GCWR at 17,900 and the maximum towing at 12,700 this leaves us a maximum truck weight of 5200 pounds. Of course, that would be without a driver or his big gulp. In the best case scenario of 7600 pounds GVWR minus max payload capacity in this variant with said GVWR we get 4970 pounds of truck giving us a total combined weight of 17,670 pounds if loaded down with an actual 12,700 pound trailer. Leaving us 230 pounds for the driver and accessories to stay under GCWR. But, again, our payload capacity is a gracious plenty given our assumed best case scenario at 1360 pounds remaining after the 1270 pound tongue weight is subtracted. Having too little payload to attain the max towing number listed is never the issue from a purely technical perspective although payload and GWR and therefore GCWR are always intertwined. But manufacturers can always move the numbers to get the results they desire to show. They aren't lying, just not telling the whole truth.
I made the mistake of buying the truck and then the camper glad you brought that up in your video.
Man, you’re a brave man! You mentioned wife, payload, and slim fast within a couple sentences! A woman will hear she’s nothing but payload, you’re calling her fat, and she better get on slim fast or she can’t go!
Thanks for breaking it down. All the numbers can make it confusing for the average owner.
Great explanation and it’s great to raise awareness of payload versus tow rating. You could take it a step further by going to a truck scale and starting with the weigh ticket and compare to GVWR and GCWR. That’s what everyone should do at some point, because until you weight it, you can’t know for sure.
Right, I’ve done that before. Just trying to be simple and not get to far into the weeds if you know what I mean.
Great topic and video!
Thanks JD!
When you really start running the numbers, you realize right away just how fast the weight adds up and how important your payload amount is.
Glad someone tackled the payload issues we all have when towing a camper with a 1/2 ton. You did however say hundred when you meant to say thousand a few times. One was towards the end of the video when you said the GCVWR was 17 hundred pounds. I’m sure you meant to say 17 thousand pounds. BTW my 2008 Tundra has a 16,000 lb GCVWR. Again, thanks for addressing a very misunderstood #!
Tim great video discussing the correlation of how payload affects and may limit a trucks maximum towing. When you were talking about the GCWR of both the Ford and the Toyota in the video, I believe you forgot to include a “0” in each of their combined weight rating numbers that you mention starting at around 10:10 in the video.
I’m SO confused even more than I thought I was. I’m gonna email you.
Don't forget about the yellow sticker with the payload adjustment weight.
Ty for the videos ... and yes max load mentioned earlier is a bit much for a 1/2 ton truck. A better fit would be a 3/4 orfull 1 ton truck, as you have mentioned a time or 2.
Good video and great information, payload is more important than max towing that’s the number to look at. Also, there is a Huge difference in the same truck payload if it’s 2wd or 4wd, 2wd has more payload and more towing. The less features the more towing capacity you have
Good information Tim and well explained! If you configure a truck build on a manufacturer's website, I think they should show the payload and towing numbers difference each time you add a package, different tires/wheels, pano- sunroof, off-road skid plates, different size cabs etc etc. This information should be readily available so the customer can see clearly if the payload/tow rating meets their needs as they "build" their truck. The max payload/tow rating is essentially false advertising and misleading as virtually every truck owner has some installed packages to their truck that bring the payload/tow rating down and often by hundreds of pounds. You should know where you stand with this very important information configuring your truck on the manufacturer's website. You shouldn't have to play the guessing game at dealer lots checking on sticker ratings! It's a safety issue and the information should be more transparent!
Good points Tim. However,, almost no trailers have 10 % TW. It's more like 12 to 15%, from years of experience. Another point is that even though you may be under payload capacity, you can be over the RAWR , because weight on the hitch transfers several hundred pounds from the steer axle onto the drive axle. Like a teeter totter effect. A WDH does not transfer 100% of the weight back to the front either.
I know some manufacturers will have the dry tongue weight listed. Would you calculate the dry weight and dry tongue weight to get the percent and apply that to the trailers GVWR?
Right, there’s always more to the story on towing. This was a simplified version. Interestingly, Toyota states the maximum tongue weight on the Tundra at exactly 10% if you look closely at the spec chart. Also, I’ve been seeing the new lighter weight trailers have even less tongue weight than 10%.
@@Pickuptrucktalk That's interesting. I don't know how they expect you to get exactly 10% Maybe they are trying to avoid overweight on the rear axle? I had a courier business for years that I passed on to my daughter. We delivered probably thousands of trailers for RV dealerships in Alberta. I never saw one at 10%, even completely empty.
I would think a tongue weight under 10% would cause all kinds of sway.
You explained everything accurately and easy to understand, good job.
@@robertosena5277 The dry tongue weight is not your actual tongue weight. As soon as you add batteries and any weight forward of the axles, tongue weight increases. My current trailer is 4900 lbs dry and stated TW is 540lbs. I think. Actual weight last time I weighed was 5600 lbs, TW was 825 lbs or almost 15%
To get the real tongue weight you need a scale or a CAT Scale.
Properly set up a WDH should transfer 100% back to the front axle. Only way to know for sure is to scale it when setting one up. It is also possible to transfer MORE than 100% which is not good.
Hi Tim. We should talk some time. I'm just going through the process of having my truck re-engineered to upgrade my door sticker. I have learned a lot about payload and towing numbers.
Now first his truck has 1900 lbs payload because it is a 2WD and as such would weigh 300+ lbs less. Your trucks payload is less because it has a transfer case, a front drive shafted, a front axle, two front CV axles and all the fluids involved. Not because of the sun roof.
The second thing is that Ford offers 2 axles. They have a regular capacity "Super 8.8 inch" axle designed for fuel economy which is rated for up to 3800 lbs. They also offer a "heavy duty 9.75 inch" 3/4 floating axle rated for up to 5300 lbs. Your pal has the first one. (All F-150 front axles are rated for 3800 lbs)
Now axle ratings can be decreased by tire ratings. The listeners truck would have this. This is why both stickers inside the door show the tire with it's weight rating on each sticker. If you reduce the tires weight rating, you reduce the payload. Alternatively if you increase the tire rating you may or maybe not increase the payload depending on the rest of the mechanicals. His front axle is likely rated for 3150 lbs and his back one is likely rated for around 3600 lbs. Now GVW (which we don't really use here) is the addition of these two numbers. So in this case if I was right about his axle ratings, his max GVW would be 6750 lbs which would make the GVWR maybe 6200 lbs.
Now GVWR used to stand for Gross Vehicle Weight Recomendation but the manufacturers changed the "R to Rating" so it would sound more official. The reason for this recomendation is that you can never load the vehicle perfectly. This gives some lee-way for payload to shift between the front and rear axles.
I have a video about this on my channel.
Ignoring payload limit for the moment, the Tundra's 10% tongue limit only applies to very heavy loads. The Tundra's maximum tow rating if properly equipped is just over 11,000 pounds. The maximum tongue limit is just over 1,100 pounds. That's where the 10% tongue limit comes from. If what you're towing weighs 7,300 pounds or less, then the trailer can have 10% to 15% tongue weight to stay under the 1,100-pound tongue limit. The same math applies to any tow vehicle, not just the Tundra. Of course, tongue limit and payload limit must both be accounted for when towing.
please fix the GVWR weight when you where saying the totals. you kept saying XXhundred not XX thousand
I love you bc of your honesty. You towed this camper with F-150 last year & now you towed it with the Tundra. Which truck was the best in your opinion?
You’ll see in the video coming soon, but I was shocked by how well the Tundra did. Did NOT expect that.
Hey Tim...this the video I was looking to understand payload terminology..Gracias! Do you know how much the Tundra Platinum AV system helps for towing or payload????
The auto variable system should help stiffen the rear suspension and stop some sag when hooking up a trailer.
@@Pickuptrucktalk Thank you so much!
Nice explanation on this one Tim. 👍
How important is having a wieght disturbing hitch when towing?
Should I consider one if I'm hauling a vehicle like a 2010 Ford Edge Limited AWD on a U-Haul car trailer?
I don't own a trailer personally and rent one when I need one.
Just helps with wind and keeps the load from
moving around.
Hey Tim, have you weighed your Tundra yet? If you do, I bet it’ll weigh less than the Toyota specs which would mean that your payload is more than what’s indicated on your door jam sticker. At least one forum member has confirmed this so far. Would be very helpful if you found the time and a nearby scale to weigh your actual truck.
That’s a good idea. I haven’t yet and need to do so.
probably should have mentioned at the beginning tongue weight is part of payload instead of waiting toward the end.
Question that I can’t seem to find a consistent answer on:
From a LEGAL perspective solely, can I exceed my GCVWR?
For example, truck GVWR (stickered) = 10,000 lbs, equipment trailer GVWR (stickered) = 14,900 lbs; GCVWR = 24,900 lbs. But my actual combined weight as per the scales = 25,000 lbs, therefore 1,000 lbs below 26K CDL limit.
Am I ILLEGAL and subject to fines? OR am I merely exceeding the factory limitations/recommendations?
Thank you for the help!!!
Knowingly exceeding the stated capacities makes you legally liable for civil lawsuits if you get involved in an accident. Basically, yes.
@@Pickuptrucktalk So are you saying from a legal/DOT/DPS perspective I CAN exceed the GCVWR, but from a liability standpoint (in case of accident / lawsuit / fines), I am liable/illegal?
@@michaellemaire7827 an officer with a scale will give you a ticket. Most officers don’t carry scales though. Your risk. You are illegal if you exceed the limits whether you are caught or not is the gray area.
Yeah they seem a bit confused that payload dictates trailer weight absolutely. Payload can be a limiting factor but isn’t the only factor to consider like you mentioned.
I have to disagree on the 10% for a Travel Trailer! Any other trailer type, 10% works just fine, but a travel trailer is more along 12% tongue weight. J2807 which defines trailer towing for pickups uses 10% as a baseline, but then again, the trailers used for those baselines is NOT a travel trailer. If you do buying based on 10% TW for a travel trailer you can quickly buy more trailer than your truck can handle. Other than this one item, you pretty much nail it.
I use a simple rule of thumb when buying an RV trailer for an existing truck. Put the people and stuff in the truck and weigh it, subtract that from the GVWR, you have available payload. Now take that payload and divide by 13%. That gives you a rough GVWR for the trailer to shop for. TW range for conventional towing is 10-15%, split the difference, 12.5% or 13% rounded up. If you have 940 pounds of payload, look for a 7200 GVWR trailer. BTW if you have ever pulled a travel trailer @ 10% you would know why I recommend using 13%, trust me if you haven't, not a fun drive. Again this only pertains to a travel trailer.
Where is the comparison vedio ford f150 vs tundra vs gmc and ram
It’s on the way. F-150 vs Tundra tomorrow then one a week thereafter. Just have so much to share, I need to space it all out. Takes a lot of time to get everything ready.
What did the yellow sticker say on the door jam? Does it reflect what you added to the vehicle?
It said weight was changed with options. Then it said “0 weight changes.” I should really just take it off.
How did the manufactures come up with the payload ratings thanks
Curb weight minus GVWR. GVWR is determined through testing.
This is why every manufacturer needs to follow GMs lead. All of these specs need to be on the door tag.
With a 3:15 rear end gear ratio that guy shouldn't be looking to tow too much at All... 'Nuff said!!!... Good stuff Tim thanks for posting...
Hey, not true. I hauled a 6400 pound travel trailer up and over the IKE twice with a 3.5 EB and 3.15 gears and that was with a 6 speed! Trailer had a GVWR of 7600 and scaled weight was 6400.
@@acdii THAT was a smart ass way of me saying those aren't the Best gears for towing, that was my point... You can get away with anything that doesn't make it right or easy LOL. Thanks for noticing
@@dwightbernheimer331 No, There not the best for towing, I know, been there, done that, but man, when the 3.5 hit the power curve, it moved like a bat out of hell, just not off the line. Have to keep a close eye on temps when climbing mountain grades, and drop gears manually.
3.55 with the EB are much better towing gears, and what Ford puts in their Max Tow package. 3.73 with the EB are not the best because the engine is out of it's optimal power band with the 6 speed. The 10 speed though, the 3.55 are lower than the 3.73 with the 6 speed. The 10 speed is a game changer.
I hate how payload seems to be such an arbitrary number. SAE needs to step in a implement a testing procedure or something to work in conjunction with J2807.
A little off topic but still on topic, does your tundra have air suspension? Was wondering if it auto levels when towing a heavy trailer. I saw a video and it said the different settings turn off at a certain speed.
I don’t. I did notice the Ram I just tested auto leveled the suspension with the same trailer. My understanding is the Tundra will do the same.
Hey Tim question, why didn’t Toyota post a build/price for the hybrids even though spring is right around the corner?
No idea. The whole build and price has been a disaster for the new Tundra.
@@Pickuptrucktalk thanks for being honest Tim keep up the good work 👍.
Then there is what one's Registration is currently, what registration with truck load and trailer should be, and max weight of 26,000 lbs for Class C driver's license. oh, the fun. 😉🤣😎
That’s a whole different 4 hour video. 😂
So you did a good job of explaining how payload and tow ratings are related but did not answer the gentleman's question. Which was, is it payload rating or hardware keep his truck from having a tow rating closer to 13,000 than 9,100 pounds. And the answer in this specific instance is technically minimal hardware and not payload capacity. And, guess what? This can change with every variant of every truck. Anyways, in this case it's actually the GCWR of his truck that is the limiting factor. Given the GCWR is 14,200 pounds and the weight of his truck (payload minus GWR) is 4839 pounds if he towed a trailer actually weighing 9100 pounds he would have just 261 pounds to spare between his GCWR and the total weight of the trailer and truck combined. So Ford allowed for one good size ol' boy and his luggage essentially to make the trip while pulling the max weight trailer. I guess the family will have to fly in.
Now, while a 9100 pound trailer would put the truck very near it's max GCWR, there would still be plenty of payload capacity left. You just technically couldn't use it. I say technically because there's not much appetite in the U.S.A. to stop non-commercial traffic and check for excess GCWR so here there would be almost no chance of getting caught but the fines can be stiff if misfortune strikes. AND, if you are involved in an accident and you are determined to be overweight good luck getting your insurance to pay. Not to mention the potential however minimal chance a criminal charge could be brought for negligence.
The maximum towing capacity for any version of this particular variant (5 liter, crew cab and 2 wheel drive) of F-150 is 10,100 pounds but that does require the 3.55 axle ratio. Otherwise there are no special package or wheel and tire requirements to attain this rating. But the GCWR is now 15,200 pounds. Without researching all the parts numbers it's impossible to say whether Ford simply added a thousand pounds to the GCWR or whether they included higher load rated wheels, tires and suspension parts. More than likely though they did not change a thing other than the rear axle ratio which gave them confidence to raise the GCWR so now you can tow 10,100 pounds but you have to same issue with being within 261 pounds of max GCWR. Of course, you could simply tow the 9100 pound trailer and have gobs of GCWR left to spare! It's always a good idea if you're going to tow to have your rig be a little on the excessive side for what you're pulling anyway. You have to keep in mind that these are MAXIMUM numbers and Ford as well as everyone else is going to spec them as close to the limit while allowing enough wiggle room for a driver as possible.
The absolute maximum towing for this version of the F-150 in 2019 was 12,700 pounds and it required the 3.5 liter twin turbo engine, a 3.55 rear end, the max tow package, the 20' wheels and accompanying tires but not the maximum payload package. It's GCWR was 17,900 pounds. There was one model that towed more but it was a long wheelbase. In any event the max towing package included an upgraded bumper, upgraded rear axle, trailer brake controller, max capacity springs, a larger stabilizer bar and beefed up steering gears. So there were elements of the max payload package there without it being the max payload package. But with the GCWR at 17,900 and the maximum towing at 12,700 this leaves us a maximum truck weight of 5200 pounds. Of course, that would be without a driver or his big gulp. In the best case scenario of 7600 pounds GVWR minus max payload capacity in this variant with said GVWR we get 4970 pounds of truck giving us a total combined weight of 17,670 pounds if loaded down with an actual 12,700 pound trailer. Leaving us 230 pounds for the driver and accessories to stay under GCWR. But, again, our payload capacity is a gracious plenty given our assumed best case scenario at 1360 pounds remaining after the 1270 pound tongue weight is subtracted. Having too little payload to attain the max towing number listed is never the issue from a purely technical perspective although payload and GWR and therefore GCWR are always intertwined. But manufacturers can always move the numbers to get the results they desire to show. They aren't lying, just not telling the whole truth.
It's the 3.15 rear end coupled with the 5.0 that reduces the trailer weight.
It's a little confusing, but the answer is always the same........
Get the 1 ton and call it a day.
Oh sure, next you'll be telling me a Ford Maverick has a higher payload than a RAM tradesman with the ecodiesel.
Uhh… hate to break it to you…
It’s probable, The Ecodiesel and 3.0 Dmax weight 300-500lbs more than your standard engine.
Well, an F150 XLT HDPP has more payload than an F250 with the 6.7 Powerstroke.