You can always tie the baby dolls onto the rear bumper of the trailer...

 

Sounds like a good HDPP candidate.

 

You only need to look at Fords published towing guides. There are no notes or disclaimers that options or trim will affect payload on the charts. I.E. I started looking into a Lariat 302a Scab 3.5eb and 6.5 bed. The published payload is 2150# the truck came with a payload of 1750# on the door sticker. Not everyone knows about the sticker but they do see the chart when the salesman hands them the brochure. They got me in the beginning too, fortunately I spent time doing due diligence.

 

It isn't complicated at all. It just goes back to that yellow tag on the door. Payload.

Want to know how much you can tow, well, Trailer GVWR * .13. Load the truck with your traveling stuff, weight it, and if the sum of GVWR*13% exceeds the balance, you can't tow it.

7600 pound GVWR trailer @ 13% Tongue Weight is 988 pounds. Add in the WDH, 1088 pounds assuming the hitch is 100 pounds. Now subtract that from your payload. Assume a 1980 pound payload, the balance is 892 pounds. If your scaled weight comes out to over 6,012 pounds then it exceeds payload on a 7100 GVWR truck.

The gist of this thread is Payload. It is the deciding factor in what the truck can do, without it, it is good only for driving around in. The difficulty is in determining what the payload can be based on options, and that is the issue here. Knowing the weight of what you are towing can help determine which trim truck you should buy. I know that my trailer weighs no more than 6400 pounds loaded and wet for any given trip, and I know the TW is 13.5% of 6400 pounds, the GVWR of the trailer is 7600 pounds, but has a 3000 pound cargo capacity. Knowing this, and then shopping around to get an average payload rating on trims, I know I can buy a Platinum ans have enough payload for my current trailer.

Now If I decide down the road I want to upgrade, and get one with a slide out, I have to pay particular attention to not only GVWR, but Cargo capacity as it determines empty weight. If a 7600 pound trailer only has 1500 pounds cargo, I know it is already close to what I tow with a UVW of 6100 pounds, and if I were to transfer all I have in the current trailer, I am now exceeding my trucks payload as it will be well over 7000 pounds, and close to the GVWR of the trailer.

See how this works? Payload is the key, not only for the truck, but also for the trailer.

 

 

I would like to think you are correct but the Ford Fleet Specing System comes back with 12400 GCWR if you build the identical truck in their system.

Apparently Ford subtracts the 3700 lb lower tow tating from GCWR (if Ford Fleets Build Sheet is Correct). But to the best of my knowledge if this information is correct Ford has no outlet for this information to the Retail Customer.

 

I somewhat doubtful I will run out of payload first with a 1907 lb payload and 7000 lb tow rating.

As to obsessed with my GCWR, I'm actually obsessed with the fact Ford will not give me a straight answer of what it is. If it is indeed 16100 as Customer Service states I need to check into push carts. At 10% Tongue with GVWR and Tow Maxed I have 3800 left for a push cart.

PS I've been using the 12400 from Fleet Specing Order System as it's most conservative.
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I agree, it's kind of a pain having to hunt for this information. I just posted yesterday regarding what my vehicle specific GCWR is. Why not put on the door jamb the payload, GVWR, GCWR, towing capacity, gear ratio, etc. All on the door jamb so when you're shopping for a truck, it would be much easier. These are 40-70K trucks, you can't hire one person to put this information on each door jamb?

 

GVWR is in the door jamb. GVWR and gear ratio are on your window sticker. GCWR is in the towing guide. Don't go by the fleet stuff.

What exactly are you trying to tow that's making this so difficult for you? Do you have a trailer already? Are you considering one? What is its tongue weight? If you don't know this, then you can't even tell if you're already exceeding your payload, or GVWR or GAWR or not, so trying to figure out the GCWR is pointless if you've already exceeded any of those.

Your payload of 1907 - 300 for driver and passenger and gear (very light number here) and -100 for WD hitch leaves you with 1507 lbs payload leftover. Divide by 0.13 for 13% TW and you're at 11,592 lbs. Add the approximate 5300lbs of your truck and you're at 16,292. All rough numbers but I'm pretty sure this points to the towing guide being the correct number like I've been saying. Ignore that fleet stuff.

 

Not both at the same time, hopefully.

I also have a lot more faith that GVWR is backed by engineering; most speed limits in the US are far too low from an engineering standpoint. For example, I just came back from a trip to Colorado, and on I-70 headed back to Denver, I felt like I was going to get run over if I went any slower than 10 MPH over the posted limit in several places, and I'd have been comfortable going faster if not for the speed limit and being in a rental with unknown service history and cheap tires (not to mention Florida tags). I'd bet $50 that if you did a proper speed study on those roads, you'd end up with higher speed limits. Another example: Montana interstates got more dangerous when they reinstituted a daytime speed limit due to political pressure, rather than allowing "reasonable and prudent" speeds.

If we fixed the too-low speed limits, we'd also end up with fewer distracted drivers because rather than feeling like you're putting along and have capacity to do other things (eat, put on makeup, send emails, read the paper, etc.), drivers would recognize that they needed to be focused on the road. Unfortunately, that doesn't look like it's likely to happen.