Great info Thanks.

 

It sounds like you're basing your info and some of your questions on the OP's post. That fist post lacks any clarity and contains some questionable information. As you can see, most of the posts following it thought he was talking about a diesel, before he specified.

The truck you ordered comes with an 11,300 gvwr(as you know), it is not available with an 11,500gvwr unless you chose a different engine(diesel). Any sort of payload numbers found in Ford literature will be for a base model. So if the guide says max 4400lb(I haven't looked) payload capacity for an 11300gvwr, CCSB w/gas, every option you add will deduct from that payload cap. The sunnroof is something like 64 lbs. The sunroof won't affect the GCVWR, because that is a rating. It will affect the GCW. Your GCW will be whatever your actual truck weighs + actual trailer weight. So everything you add to the truck and/or trailer affects it........Let's say your truck weighs 7500 with you, family etc., and the trailer 9000, you are very far from needing to worry about the GCVWR. The 64lb sunroof would be irrelevant.

 

All that said, the only way to truly know what payload capacity we are really going to get is having a data source that would list the year, model, and every single option ordered for the rig along with the sticker showing the payload capacity for that particular vehicle. Hard to find two identical vehicles. Posting is ok, collecting the data is another.
All new truck buyers are racking their heads trying to find out what their true payload capacity will be.

 

And you are trying to facilitate that data source? If yes, you might try starting a new thread, one dedicated to that without all that has been said in this one. And with a better title. You might be able to start collecting data now, by scouring the numerous payload threads that currently exist on the forum.

There is a source for all the option weights available. Some on the forum have found that using that to deduct from the max payload capacity shown for a particular configuration got them very close to payload on sticker. I personally don't understand the obsession with payload, not to the degree that some are. I get wanting to be close, within a couple hundred pounds.

 

So is payload capacity more like am approximation that's been made very specific because of regulation and/or liability for the automaker?

I understand what the number is and all that. I'm just curious why the "limit" of the vehicle would be less than what it's capable of doing.

 

Not sure what the answer is to either of those questions, and the answers to them are likely a bit more complicated than I would even consider getting in to.

There have been posts going into a good amount of detail on certain aspects of it throughout the years, in numerous threads. In fact, not long ago a moderator posted some information having to do with the payload sticker requirement, which wasn't always a thing. That post would possibly answer your first question.
Others have explained the relationship with GVWR and Class of truck. There is also a plethora of feedback from both recreational users as well as those who tow/haul commercially.

Payload on sticker is not an "approximation that has been made very specific", as it is directly related to curb weight(as built) and GVWR. Nothing more than an equation, GVWR- curb weight. It saves you, the owner, from having to go weigh the truck I suppose. I'm not clear on your second question, are you wondering why the GVWR is lower than the sum of the axle ratings?

 

• Class 1: This class of truck has a GVWR of 0–6,000 pounds
• Class 2: This class of truck has a GVWR of 6,001–10,000 pounds
• Class 3: This class of truck has a GVWR of 10,001–14,000 pounds

When you move from Class 2 to Class 3 there may be additional fees, taxes, licensing requirements as determined by the state in which the vehicle is registered. Some of us accept that our truck was "engineered" to safely handle more than 10K but it has been "derated" to remain a Class 2 truck so buyers/owners do not have to pay higher taxes, tag fees, etc.

ETA: If Class 2 went up to 10,500, many of the exact same trucks that are rated at 10k would be rated at 10,500 with no modifications because they are already engineered for that capacity....thus raising your payload by 500.

 

As MrGrayAZ has mentioned, he has a 3,702# payload on his XLT, and he also has a 16,200# gross fifth wheel. You can look at the minimum fifth wheel weight and think, oh, I'm way good on this... BUT. The minimum weight is when it leaves the factory, no front loaded batteries, no propane, and the list goes on. You really need to use the gross as your estimate MAX and go from there. It's pretty common knowledge that most fifth wheel pin weight is roughly 23% of the gross RV weight. In MrGrayAZ's case, that's a potential of 3,726# just with the pin weight alone, possibly over the payload capacity of the truck. Add fuel, hitch, two people, goodies to eat, maybe kids in the back seat, and the weight just keeps piling on. So potentially you're over weight before you even leave the driveway. That's not to say that your truck will not pull etc, I'm sure it does, but the only way to be sure is go to the CAT Scale and do a three pad weigh in and then unhook and just weigh your truck as tow ready/loaded. This will give you your actual numbers.

Sorry didn't mean to pick on you, but you did mention your payload and your fifth wheel gross weight.

I have a '21 Ford F-350 DRW 6.7 diesel King Ranch and my payload is 5280# per the sticker. I tow a Keystone Raptor 395LEV that has a gross of 18k#. I'm pushing the limits too at an estimated pin weight of 4,140#. So, I have an unloaded unfueled difference of 1,140# to work with. I figure that when loaded with fuel, people and stuff in the box, I'm under payload at gross max by around 250#. That's really cutting it close, but I'm under. I'm sure an XLT would have netted me another 300 to 400# payload, maybe more. Also the funny ha ha thing is, a similarly equipped F-450 has less payload than my F350. Mainly because a 450 weighs more than a 350, but has the same GVWR of 14,000#. I'm sure that the 450 could way out haul me with its heavier axles etc, but by the numbers, less payload.

I realize the OP's wife is a NO for LB and DRW, but... It is a way to make the weight police happy! My wife LOVES to drive the F-350 DRW and seems to do fine with all the drive throughs etc, so no problem here and we have enough truck for our needs.

 

Just a minor correction to your comment; the stickered payload includes a full tank of fuel. You don't need to include fuel when adding up payload weights.

The stickered payload is a good reference for staying under the GVWR. The best method is to load up your truck and trailer as for a typical trip and run the rig over a certified scale.

 

No worries - We weighed multiple times and that 5th mostly ran ~20% on the pin - so between 2850lbs and 3200lbs depending on how loaded it was. When fully loaded we were usually AT GVWR on truck with the hitch, wife etc. The numbers worked out just fine usually, occasionally we were slightly over GVWR, but always well within the axle ratings. I've not heard of many trailers running as heavy as 23% myself.

 

Seems like if you want your Payload Capacity that you want you will probably need to get the 8' Long Bed. you're gonna have to convince your wife to get the long bed. or give up a moonroof + more features.

 

Obsession with payload is people that are hauling heavy loads like 5th wheels who want to stay within legal limits so if they get into an accident they won't have problems with their insurance. Yes you can pull much more weight than your payload but then you risk having catastrophic failure of the vehicle by overloading the springs, wheels, etc. etc.. failure may not be immediate but you are surely lessening the hauling life of that vehicle if you intend to keep it for an extended period of time.

 

He has a diesel so his will be lower, plus he is in a platinum and not XLT.

 

Sorry for the Large image. The payload per the sticker on my truck is 3786. I have a 2018 F350 XLT short bed crew cab with the 6.7 Powerstroke and 3.55 gears. I would assume your Platinum will be less than mine.

~S

 

Mine is similar 22 f350 6.7 lariat CC 6.5 foot bed I got 3543lb for payload. More than I will probably use but the f150 with 1700 payload wasn’t cutting it.