mexmahon wrote:
i'm trying to figure out what truck with what 5th wheeel and am finding out with the diesels it seems the towing limitations are with the payload capacities. the trucks seem like they can tow a **** load but limitations come in with regards to the payload. do i have this right? i am currently looking at a 2015 f250 king ranch 6.7 turbo diesel crew cab srw. if i'm looking at 5th wheels in the 30 ft or less(maybe 12000lb max loaded) range, will i have enough truck. of course the dealer tells me heck ya, that truck will "tow" 20000# plus. i would prefer to stay with the f250 vs the f350 thinking the ride will be smoother. thanks for any input on the subject.
You have enough engine.
You have enough transmission.
You may even have enough tire.
But you may not have enough truck.
Key words in the truck you are looking at are "King Ranch", "crew cab", "srw", and "diesel"... where diesel in this case is penalizing you, rather than helping you, in terms of payload capacity to support a 20% to 25% tongue weight of a 12K trailer, or 2,400 lbs to 3,000 lbs.
Even if we take the lowest number in that estimation, 2,400 lbs tongue weight will still, as a previous poster already pointed out, most likely exceed the available payload capacity (per the yellow banded sticker on the driver door threshold) of a fully optioned (King Ranch), heaviest bodied (crew cab), heaviest engine (diesel), on a chassis with the least amount of spring capacity (F-250).
The unloaded vehicle weight of a crew cab diesel can be up to 8,500 lbs with all the bell and whistle options that are not factored into Ford's "maximum" advertised towing and payload capacities. Those "maximums" are based on fully stripped down base XL models, not loaded KR models decked out with all the creature comforts that add to the curb weight impinging against the truck's GVWR.
10,000 GVWR minus 8,500 unloaded vehicle (curb) weight leaves 1,500 lbs. Clearly, 2,400 lbs tongue weight exceeds 1,500 lbs net payload capacity well before you hop into the driver's seat.
People say the springs are the same, but they do not look at the drive line (propeller shaft). Depending on wheelbase and cab style, Ford may equip certain F-350's with a double cardan joint in the driveline that an F-250 might not need, if not rated for as much load, and as such not anticipated to have as much difference in pinion angle between empty and loaded states.
Sometimes, there is more to manufacturer GVWR ratings than immediately meets the eye, so it is best to know the tongue weight of the trailer you anticipate towing, and the manufacturer's rated payload capacity of tow vehicle you are considering towing the trailer with, as well as the weight of the people and stuff you'd like to bring along with you in the tow vehicle.
That really boils down to a straight forward math determination, not the opinion of a salesman, nor the opinions of posts online, including this post.
