rhagfo
Portland, OR
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Well what is the GVWR of the F250, Ford and pushed their 250/2500 past the established 10,000# around 2020 or so.your loaded weights add up to 11,540#.
If your GVWR is less than that, along with exceeding the rear axle rating, could lane you in legal limbo if involved in a crash.
I towed about 13,000# with a 2001 Ram 2500 CTD with a 8,800# GVWR and a 6,084# rear axle rating. While I was within axles, I was 1,700# over the GVWR. While it towed great that nearly ton over GVWR got to me, and got the 2016 3500 DRW. The only change to the TV was Bilstein shocks.
Russ & Paula the Beagle Belle.
2016 Ram Laramie 3500 Aisin DRW 4X4 Long bed.
2005 Copper Canyon 293 FWSLS, 32' GVWR 12,360#
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blt2ski
Kirkland, Wa
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As ragfo points out, the only issue with what you have is a legal "CIVIL" liability if in an accident. From the legal standpoint of an LEO/CVEO or equal, as long as you have a paid for license and registration that is greater than what you weigh, no big deal. Also, assuming that you are under normal FBL regs per axel.
FBL wise, you get 500 lbs per inch of tire up to 20K per axel. Assuming a typical 10-11" tire, you get 5000-5500 per corner, so 20-22K lbs total for the truck. You state you are at around 11500-12K lbs. So 8000-10K lbs under your max per the FBL's.
If you were where I am in the State of washington, you buy yourself a 12K gvw plate, you're not going to get an overweight ticket! Even if you did, and overwieght ticket is like getting a parking ticket! It does not go on your driving record.
WHere you can get into trouble, is if the LEO does a field test for stopping, you stop at a distance that is greater than the field test allows, you have a failed braking system, you cannot continue to drive the rig on the road. THAT TICKET is a moving violation, that ticket goes against your driving record, and gets shared with your insurance company. You will have to fix your failed brakes on the side of the road, or two said rig to a repair place......It might also mean unloading weight out of the rig if you have literally put too much weight on the rig for its braking ability.
At the end of the day, it is up to the driver of a vehicle to decide if they have the correct one for the task at hand. I personally do not have an issue with what, how etc the OP is loaded at, and would drive the rig with out issues.
Marty
92 Navistar dump truck, 7.3L 7 sp, 4.33 gears with a Detroit no spin
2014 Chevy 1500 Dual cab 4x4
92 Red-e-haul 12K equipment trailer
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JBarca
Radnor, Ohio, USA
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JnJnKatiebug wrote:JnJnKatiebug wrote:ford truck guy wrote:You state that the F350 RAWR is 6340 on the 350?? my F350 is 7240#
Is it a srw or dwr?
I was told the the srw are the same.
As was said, Ford has a lot of sizing differences for the SRW F350.
My 2005 F350, (gasser) has front 4,800# GAWR, Rear, 7,000# GAWR and a 11,000# GVWR. I'm on LT275/70R18's LR E.
I'm hoping Ford still has the "source book". If they do, get one for the model year you are looking at, and it has all the Super Duty sizes/spring configurations and other really good data on each truck etc. I told my dealer before I would buy mine, give me a sourcebook for this truck, or I'm not buying it. He had no issues getting me a printout before I even signed the papers. They are good to have for future things to look up.
If your post was to ask for F250 or F350, go for the F350 SRW with the right spring pack and tire setup.
Hope this helps,
John
John & Cindy
2005 Ford F350 Super Duty, 4x4; 6.8L V10 with 4.10
CC, SB, Lariat & FX4 package
21,000 GCWR, 11,000 GVWR
Ford Tow Command
1,700# Reese HP hitch & HP Dual Cam
2 1/2" Towbeast Receiver
2004 Sunline Solaris T310SR
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spoon059
Just north of D.C.
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blt2ski wrote:WHere you can get into trouble, is if the LEO does a field test for stopping, you stop at a distance that is greater than the field test allows, you have a failed braking system, you cannot continue to drive the rig on the road.
Assuming OP isn't commercial, the only way that the officer could force this is to see an obviously unsafe condition and seize the vehicle and get a warrant.
I suppose that is possible, but highly unlikely. I speak with 21 years (and counting) as a cop.
OP, if a SRW one ton truck can safely and legally haul that weight, then a modern 3/4 ton truck can do so as well. Like Marty said, if your state has weight limited registration, pay for a sufficient weight rating to encompass your higher weights and you are good to go. Everything on the Ford F250 and F350 are the same, except for an additional spring pack and/or spacer. Airbags are an acceptable substitute to provide greater resistance to gravity.
If buying new, a 1 ton just alleviates the RV.net police and hand wringers. If you already have a 3/4 ton, there is no appreciable difference.
2015 Ram CTD
2015 Jayco 29QBS
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ferndaleflyer
everywhere
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Yes, you got to make the RV.net police happy.
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Grit dog
Black Diamond, WA
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ford truck guy wrote:JnJnKatiebug wrote:JnJnKatiebug wrote:ford truck guy wrote:You state that the F350 RAWR is 6340 on the 350?? my F350 is 7240#
Is it a srw or dwr?
I was told the the srw are the same.
The dealer tell you that? Prolly didn't have a 350 on the lot to upsell..
You can stop now. Both of your axles are rated for FAR more than 6300 or 7200lbs.
The derate on the F250 is due to class 2 vehicle gvwr limitations not mechanical limitations.
You should know this you’ve seen enough of these discussions to not be obtuse about it.
OP, you’re fine. Your truck is the same as a 350 srw in all respects except spring rate and the 350 likely has a heavier axle but yours is good for 9-10k and the 350 is 10k - 10k plus.
(Y’all can go find the specs that exist that you seem to argue against…if it interests you enough to reply “prove it” or something equally as silly.)
Tires and rims are the real world first limiting factors for rear axle load ratings on any srw.
Now don’t go Baja your F250 with 10k centered behind the axle and cry about it snapping in half like the sensationalized recent reports! Lol.
2016 Ram 2500, MotorOps.ca EFIlive tuned, 5” turbo back, 6" lift on 37s
2017 Heartland Torque T29 - Sold.
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Grit dog
Black Diamond, WA
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And how is it that the same skeptics post the same false/made up responses year after year?
It’s like Farcebook with all the professional trolls and Karen’s around here…lol.
Grow up, kids….
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Grit dog
Black Diamond, WA
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And go re read her original post. It wasn’t a question. It was a statement. A very helpful one from someone other than me and a few others on here who many choose to ignore, while purporting their own half baked theories about light truck capacities and capabilities….
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PA12DRVR
Back in God's Country
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I bought my last truck (an F250) on a Wednesday and by Thursday was wishing I had spent the extra $1000 (closest I could get the dealer) for an F350 for no other reason than some weird mix of buyer's remorse and "I want the next step up-itis"....but that was buying new. If your current F250 setup works, why change it?
If I were buying new, I'd buy within all the ratings, just 'cause that's how I like to do it; but if you've put the miles and time in on your rig and nothing's blown up, started to sag, drip fluids, rub, etc., I can't see a basis to change.
CRL
My RV is a 1946 PA-12
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spud1957
NB
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ford truck guy wrote:You state that the F350 RAWR is 6340 on the 350?? my F350 is 7240#
LT275/65 18 = 6340
LT275/70 18 = 7240
It's all in the tire option for the F350.
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