Payload vs. Towing
10-15-2014, 09:55 PM
#21
Extreme DIY Homeowner
You've obviously never seen many work crews go out
You don't drive 4-6 different vehicles to a work site, especially not in Boston where parking is a PIA
I worked for a friend for a while that was a painter, 4-5 people was a small crew
Add to that ladders, paint & other tools & I'm sure the truck was over the payload capacity (not that I'm a big guy)
Now change that to a landscaper w/4-5 workers & a trailer, subtract the tongue weight
Now you are down to 8-900 lbs or less not counting any other tools etc in the bed
Maybe that's why most landscapers are skinny ?
I've picked up a yard of sand on multiple occasions, truck was fine
--only driving about 3 miles
I've also picked up cement block, patio block, dirt etc...
My wife's RAV4 has a 900 lb capacity, seats 5
So that's a limit of 180 lbs per person excluding anything else in her SUV
And she keeps a bunch of crap in her storage area
Payload capacity hasn't been about what a vehicle can carry for a long time
Its about avoiding paying for damage & any lawsuits that might arise
5 people in the accident that each weighed 200+ lbs
Sorry, you exceeded the vehicles payload...your fault
The one thing I can see as far as payload is braking distance...more weight that is a greater distance
But to tell me to buy a bus if I want to carry 6 passengers in a 6 passenger vehicle is just stupid
10-17-2014, 06:34 PM
#22
I believe payload is just the carrying capacity of the truck alone. How much can the springs, axle, tires take over the basic weight of the truck. If the truck itself weighs less and the springs, axle, and tires stay the same then payload goes up. Perhaps the 5 L engine weighs less, or the net dry weight of the truck is less?
Towing factors in the power required to pull a trailer up a hill so is more engine power dependent. You are still limited by the weight the trailer transfers to the truck as payload though, so you have to consider both.
However for practical purposes in towing, I think you have to be very aware of how much power and torque the engine has at normal highway speeds and engine rpm. That is what will make it feel like the trailer tows easily. That is where the EcoBoost has the big advantage. Has much more power and torque in the 2000 rpm range.
Towing factors in the power required to pull a trailer up a hill so is more engine power dependent. You are still limited by the weight the trailer transfers to the truck as payload though, so you have to consider both.
However for practical purposes in towing, I think you have to be very aware of how much power and torque the engine has at normal highway speeds and engine rpm. That is what will make it feel like the trailer tows easily. That is where the EcoBoost has the big advantage. Has much more power and torque in the 2000 rpm range.
I am pretty sure the v8 weights more than the eco and I think it is a great question.
10-17-2014, 07:35 PM
#23
Senior Member
Not according to the leaked table of numbers. The 4x2 RC 5.0 L is 4500 lbs, while the EB version is 4530 lbs. 30 lbs is also the difference in cargo capacity. That said I didn't check the math on all the versions.
10-18-2014, 05:21 PM
#24
Senior Member
An engineering friend told me that normally numers are 25% or so under the max limit.
10-18-2014, 05:41 PM
#25
Cycle For Fun and Health
Reading these payload posts is sometimes humorous, always confusing and usually there are arguments that come to be.
I remember the good old days when if a truck had enough power to pull something, it was ok. If the back end sagged too much, get some bags or overloads.
But really, those days were not so safe as many of us abused and overloaded our trucks.
I overloaded every truck I owned with materials and or travel trailers.
If I was hauling sand, gravel or anything heavy, load it til the stop blocks were hitting the axles.
Had a "91 Ranger that I hauled a 25' (not lightweight) fifth wheel around the country. That little 4.0 Liter was winding up as I passed most other rigs in the hills.
From a vehicle rating standpoint, the roads are much safer now - if the drivers would only comply and leave the cell phones parked away from their ears and fingers.
I remember the good old days when if a truck had enough power to pull something, it was ok. If the back end sagged too much, get some bags or overloads.
But really, those days were not so safe as many of us abused and overloaded our trucks.
I overloaded every truck I owned with materials and or travel trailers.
If I was hauling sand, gravel or anything heavy, load it til the stop blocks were hitting the axles.
Had a "91 Ranger that I hauled a 25' (not lightweight) fifth wheel around the country. That little 4.0 Liter was winding up as I passed most other rigs in the hills.
From a vehicle rating standpoint, the roads are much safer now - if the drivers would only comply and leave the cell phones parked away from their ears and fingers.
10-18-2014, 08:03 PM
#26
Senior Member
May be different in auto industry but I would say the normal engineering factor of safety is 2 times. You design to 50% of yield stress. Ford may cut it closer than that. Bearings are designed in hours. More load = fewer hours to failure. No idea on tires. You depend on the manufacturer to say what load is safe. Again probably like bearings and more load equals shorter life - failure before tread wearout.
10-18-2014, 10:06 PM
#28
I'm impressed. I still wonder why though. Thanks for setting me straight.