what I have seen on the window stickers of the trucks coming to my local dealer is the gvwr rating is 7000lbs. mine is a 7700 lbs gvwr with max tow. my 11 was 7200 gvwr. so if the gvwr is lower then I don't think we are going to gain any payload capacity as the 15 MY trucks with options are not that much lighter than the pre 15 MY.

 

It is disappointing, especially after all those early reviews stating those weight savings would go directly into increased payload capacity. For a good many years the maximum tow package allowed a buyer of a higher end trim a generous increase in payload, now it does nothing and a buyer has to buy a HD package in a low end trim to get increased payload.

I do wonder about the rational Ford has for doing this. Much of it must be cost savings as they do not need to build as robust a drive-train and suspension components for a lesser GVWR. And it is not as if they are pressured by the competition who even now do not have much of a payload advantage, especially the eternally pitiful Ram payload. And part of it may be keeping up the demand for the heavy duty models.

 

They have lighter weight components throughout to help save weight and keep cost down. So similar payloads. But a lighter truck may not be as stable towing a heavy load. We will see....

 

Is "what the sticker says" that important for most of you personal truck buyers??.... Personally I may be near at or above my gvwr (Ill never weigh everything and don't care) for about 5% of miles I'll ever drive. I was never able to load my 05 fx4 Scab with more weight than I felt comfortable moving..[I'm not sure what the payload was, but I remember the 18 year old me stuffing 2 buddies, our three dirt bikes, hundreds of additional pounds of gas, riding gear, firewood, camping gear, beer/food/ice, and a big *** dog in my dads old 97' 4x4 SCab XLT w/ ~275 hp on a good day rear drum brakes. We'd drive about 400miles round trip a couple times a year loaded down like that and no issues. Again, no idea what the gvwr on that was but we were a couple slump busters over.] point is that I know this new truck is more than capable of meeting my needs than any truck I've ever owned regardless of the number on a sticker resulting from an ever- changieng test used to come up with gvwr.

 

The payloads are much improved due to weight reductions, even with the 200-700# reduction in GVWR. Would it of been nice for them to have kept the GVWR higher, absolutely... why didn't they? Few possible reasons of which may all be wrong, but I don't know the true answers... 1 - To meet spec for the Jxxxx towing standard, 2 - Not to compete with SuperDuty market, 3 - Due to lighter components being used in lighter truck.

Now, even without the bump in GVWR for max towing that used to be... trucks with similiar features will have a payload similiar to that of the previous gen max tow.
I've seen a fully decked out platinum (which has more features than ever now) have a payload of ~ 1500#. If you go look at a '14 platinum equivalent (with less features) and the 7200 GVWR... its payload is likely ~1000.

I do wish however you could get the HD Payload option with more features and on the KR/PLAT lines as well... now maybe you'll be able to in the future, I don't know. Hell, I'd love it on the 5.5' bed even more!

 

Boneheads like you are the people who scare me the most on the highways.

 

Where do these sticker payload numbers come from? Is there any way to "officially" upgrade these numbers with aftermarket upgrades?

 

I've heard there are ways, but it has to be recertified by the manufacturer.

I believe....

 

Man I laughed hard at this post. Havnt used the term "Slump Buster" since I was in college and grad school. Guess marriage will do that.

I wonder if the majority of the readers will catch what you meant.

Congrats to you sir! That was the funniest thing I read today!!

 

2015 Screw platinum 4x4 3.5 Ecoboost