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from what i understand the added weight of your tires, wheels and any lift components should also be subtracted from payload. also heavier tires or wheels = more rotating mass which may require upgrading brakes which isn't a bad idea with towing a TT. specific drivetrain specs will still be applied to you magic sticker inside your door jam and that will give your limitations according to ford lawyers err engineers. there are several threads you can read until your eyes bleed about calculating weights and capacities.
That's what I've been looking at today. I've totaled up all of the extra components so I can get a truly acurate payload. I am for sure upgrading brakes here and making sure the system is recalibrated correctly for these wheels.
Biggest thing I am digging through now looking through threads for people who have done the 6" lift with similar specs to mine, and see how their rig felt under the load.
If you trailer weighs in at 7000 loaded the 640 lb tongue weight is too low. 7000 lbs x .13% is a 910 lb. tongue weight. So 1/2 you payload is already gone not counting the lift kit and tires.
Yea, that tongue weight is quoted from the manufacturer, and reflects the dry weight of the TT at 5425lbs. The 7000 is the max load weight if you packed it to the upper limit.
My understanding is that heavier tires and wheels impact the total weight of the vehicle, which means by default you have less payload, because the max weight minus the actual weight equals payload.
I think you're dead on there. I finally got all the exact specs on the lift and tires, so my calculations are better now. When you call Ford, they just say "that truck is a beast, you can handle anything"....that's a BS answer, and irresponsible. I have precious cargo (my family), and I have regard for every other driver on the road. I refuse to be the guy dragging over the pass with a stupid load and a smoking tranny/brakes in a huge lifted rig. I work in trauma and was talking to some of the fire and rescue guys who all drive big rigs, and they pointed me to you guys for that reason.
The only way to know for sure what you for tow capacity is to get your truck weighed as it would be towing. That is all of the people and stuff you want in the truck. Go to a certified scale, then you will know.
First, understand your weight limits, then weigh your wet and loaded truck ready for towing but without a trailer yet. Begin with GCWR and GVWR.
GCWR is the max combined weight of truck and trailer you can have without overheating anything in the drivetrain, and without being the slowpoke holding up traffic on hills and mountain passes. But with your 3.5L EcoBoost engine, the GCWR is very conservative. So if you look up the GCWR of your truck, but with the 3.15 axle ratio instead of the 3.55 you have, than you'll have a good idea of the gross weight of the rig you don't want to exceed.
The taller tires will reduce your GCWR somewhat, but probably not as much as the change from 3.55 axle to 3.15 axle. The lift doesn't matter, just the diameter of the tires.
GVWR is the max weight you can have on the 4 tires of the pickup when sitting on the scale - including hitch weight and any other weight in the truck. The lift and tall tires will not impact the GVWR - assuming the weight rating of the aftermarket parts are at least s high as the stock parts.
GVWR minus the wet and loaded weight of the truck tells you the maximum hitch weight you can have without exceeding the payload capacity of your truck. Payload capacity available for hitch weight, divided by 0.13, will tell you the maximum GVWR of any travel trailer you want to try to tow.
So after you know the wet and loaded weight of your truck, you need to calculate the weight limits using both GCWR and GVWR. 99% of the time, GVWR will be your limiter as to how heavy a trailer you can tow without being overloaded. As a rule of thumb, if you don't exceed the GVWR of your F-150, you won't get close to the GCWR.
First, understand your weight limits, then weigh your wet and loaded truck ready for towing but without a trailer yet. Begin with GCWR and GVWR.
GCWR is the max combined weight of truck and trailer you can have without overheating anything in the drivetrain, and without being the slowpoke holding up traffic on hills and mountain passes. But with your 3.5L EcoBoost engine, the GCWR is very conservative. So if you look up the GCWR of your truck, but with the 3.15 axle ratio instead of the 3.55 you have, than you'll have a good idea of the gross weight of the rig you don't want to exceed.
The taller tires will reduce your GCWR somewhat, but probably not as much as the change from 3.55 axle to 3.15 axle. The lift doesn't matter, just the diameter of the tires.
GVWR is the max weight you can have on the 4 tires of the pickup when sitting on the scale - including hitch weight and any other weight in the truck. The lift and tall tires will not impact the GVWR - assuming the weight rating of the aftermarket parts are at least s high as the stock parts.
GVWR minus the wet and loaded weight of the truck tells you the maximum hitch weight you can have without exceeding the payload capacity of your truck. Payload capacity available for hitch weight, divided by 0.13, will tell you the maximum GVWR of any travel trailer you want to try to tow.
So after you know the wet and loaded weight of your truck, you need to calculate the weight limits using both GCWR and GVWR. 99% of the time, GVWR will be your limiter as to how heavy a trailer you can tow without being overloaded. As a rule of thumb, if you don't exceed the GVWR of your F-150, you won't get close to the GCWR.
Ok so I got the weights and am crunching numbers. Can you check them....I'm a bit concerned?
GCWR for the lower rates 3.15 axle is 15500
GVWR -7050
Dry truck weight - 5396
Wet truck weight with a little rounded up depending on passenger weight- 6276
7050 - 6276 would leave me 774 for tongue weight?
774\.13 would give 5953 for my max RV weight I would want to tow?
The TT we are looking at is spec at:
Dry weight - 5425
Dry hitch weight - 625
GVWR - 7000
Looks like I'd be close to maxing or over weight once the TT was loaded and the tongue weight went up.
It would be well under the GCWR...but my GCVR looks like an issue.
Other thing I am confused on is the door sticker. It says I can load 1887 on the truck max...using that I have 1000lb left for tongue capacity wet weight. Is that an I acurate number since my dry weight on an actual scale suggests differently using the .13 formula?
So here is a snap shot of what you've done to your truck:
Now that being said and aside from what has been shared, you would need to find a WD system(prefer built in sway control) that has a drop shank in order to maintain the vehicle pull from a lower center of gravity, something similair to this:
Ok so I got the weights and am crunching numbers. Can you check them....I'm a bit concerned?
GCWR for the lower rates 3.15 axle is 15500
Norotso's chart shows your tire revs/mile changed by 9.3%. So that is also the amount your effective gear ratio changed. 3.55 minus 9.3% = 3.195% or very close to 3.15 effective ratio. So my WAG to use 3.15 ratio to deternine your actual GCWR was close.
GVWR -7050
Dry truck weight - 5396
Wet truck weight with a little rounded up depending on passenger weight- 6276
7050 - 6276 would leave me 774 for tongue weight?
Your math looks good.
774\.13 would give 5953 for my max RV weight I would want to tow?
Right.
The TT we are looking at is spec at:
Dry weight - 5425
Dry hitch weight - 625
GVWR - 7000
Looks like I'd be close to maxing or over weight once the TT was loaded and the tongue weight went up.
It would be well under the GCWR...but my GCVR looks like an issue.
Right. Even with the 3.15 axle ratio, your GCWR is still high enough that it's not your limiter. GVWR (payload capacity) is your limiter.
If your estimate of wet and loaded truck weight is correct, then that TT with max weight of 7,000 pounds will be too much weight for your truck when the trailer is loaded to over 6,000 pounds. Your GCWR says you can pull that trailer, but your GVWR says you cannot haul the hitch weight of a 7,000-pound trailer without exceeding he payload capacaity of your F-150.
08-08-2016, 10:19 PM
