My SC, SB, 6.7 2012 with full fuel, family in, and 5ver hitch (150#) in bed, goes 8550#. My CC 2017 will be about the same according to the reports I've read.

 

Hey Karl4Cat...I know this thread is a bit old, so I hope you'll actually see my reply to your post. I know you are a SRW guy, and if I remember from another post you pull a pretty heavy 5er. I'm looking at a 5er that is 15,900# UVW and 20,000 GVW. I'm trying to justify sticking with SRW tow vehicle, but I don't think I can make the numbers work. So I'm looking to you for some data.

If I remember correctly, the GVWR of the 2017 F350 6.7L SRW is 11,500#. The pin weight of my trailer (empty) is 3,250#...so loaded for camping, I know it will be more. So that would mean my truck would have to come in at under 8,000#. From what I've seen on this thread, that is simply not realistic.

Is my logic right? Or am I missing anything? Do you have a weigh slip with your 5er attached? Thanks for your insight.

-Eric

 

My CC LWB SRW, diesel truck has a load of 3300 lbs. So your 5ver would over load it.

Of Course a Gas Supercab would give you around 4300 lbs, if you could live with the 6.2 and no Crewcab. Any options you leave off, add back to your load capacity

 

That brings up a whole other debate...gas vs. diesel. For the amount of driving (and specifically towing) that I hope to be doing, I have to assume that diesel is really the only way to go. But I could be wrong. Who has experience pulling a 20,000# 5er with a gas tow vehicle? I'd love to hear the pros and cons.

-Eric

 

Last time it was weighed I think it was 8101 with Fuel. How it can move so fast off the Line is Amazing. Just 4 Tons of Fun.

 

8900 Lbs, all fluids full and me inside. My 2012 ( similar truck fully loaded lariat) weighed in at 9300 lbs.

 

Hi Eric, just saw this now. The GVWR of the 17's did indeed stay at 11.5k. You won't come in under 8k though. Mine is a real pig, especially since I added a Titan 55 gallon tank. She weighs in at a rotund 9100# with the tank full, hitch in, and family in. I'm still way under my axle and tire ratings and those are all that concern me though.

I have lots of weight slips. I have them with the RV on the 2012 with the garage empty. On the 12 with the garage full. I also have one on the 17 with the garage maxed out with two CanAm spyders back there plus gear. None put me over my GAWR or tire weights but truck GVWR can take a shellacking from time to time on the 2017.

 

Thanks Rodney. That's about what I figured: That axle and tire ratings would be OK, but that payload and GVWR for the truck might be exceeded. In theory, the truck is as strong and as capable as it's weakest component. So if CGVW is not exceeded and the wheels and axles can handle the load (and stay within their ratings), why is payload and GVWR so limited???

A couple of other questions I have that you might be able to answer:

• True or false - I've read that only certain weight ratings are actually legally enforceable (i.e. CGVW and/or GAWR). This sounds fishy to me...do you know?
• Looking at the weight slips you have, does loading the garage with heavy toys lessen the pin weight (see-saw effect)? If so, how much?

Thanks again,

-Eric

 

When adding 2k to the garage the pin drops about 250#. My pin is already very light at around 2800# with the garage empty...

The only ratings DOT cares about are GAWR and tire ratings. That said, DOT doesn't enforce weight on RV's in most states. The only states that enforce GVWR, GCWR are CA and rarely TX. There have been grumblings about PA joining the fray too. However, in any of these states, it's super rare and more hearsay than fact.

As to why payload (a completely manufactured number) and GVWR/GCWR are limited... my theory holds as much ground as the next guys and I don't want to get into a debate on the forums about my belief. All I can say is that I pay very little attention to those numbers. They are guidelines more than ratings...

Remember, even professional RV haulers don't sweat ratings. A buddy of mine recently had his RV taken back to the plant in IN from SoCal. The transport company sent a 6.0 SRW 350 with 16" wheels and tires to pick it up and are currently returning it with a 2500 Chevy. The RV is as big as mine and has a pin weight pushing 4k. They have DOT numbers going down the side of their trucks and have no worries. I'm not saying I'm that cavalier but forumites tend to be a lot more worried than those out there in the wild doing it every day...

 

most RV haulers register at 26K for the truck they are using

 

I don't understand this statement. Can you explain?

-Eric

 

New RV's are not titled or registered for one. The other issue is you may exceed the registered wt on your truck as built and originally registered at.


DOT cares about axles, tires, registered to run at, DOT #'s insurance etc.

 

Eric, A few years back I had a 16,000 LQ horse trailer.

So I started bumping up all my components.

The Ford OEM Wheels are rated at 3500 lbs, I switched to Ultra wheels that were rated at 3700 lbs each.

The stock Michelin 275/65R20 tires are rated around 3750lbs, So bumped up to Toyo A/T2 in 295/65R20 at 4080lbs each

The tires where my main issue, Since I was ruining the smaller tires on 100° days. Too much weight for a hot day.

Airbags helped with the sag.

The rear axles is rated at 7,000 lbs. But I've found other ratings for our axles that were higher. So Ford seems to be on the conservative side.

I ran heavier than what the placard on the door jamb said I was legal for. But with the upgrades, I had no problems.

 

8,260 lbs. 2017 F250 CCSB PSD. 1/2 tank fuel. About 125 lbs of tonneau, flaps and tools under rear seat. I weigh 225.