GEN 2 Math behind overlanding: Exceed truck weight limit?

[nikhsub1]

Because you cannot change it. The sticker is what it is. It cannot be changed no matter what you bolt on the truck. IF you need to carry more payload (legally), you need a different truck. A lot of first time truck owners are surprised that mods do not increase the legal load capacity. Who would certify all of that? It's simply not feasible.

There is no hard part that is THE actual limit. Ford determines the number mainly based on market research. The truck will always be quite a bit more capable than the official number- but legally, it's not.

I wasn’t looking for a “it is what it is” type answer. Look past the sticker for a second. Why do some F150s have a 2150 payload where the raptor has 1125? Specifically what parts on the truck raise the payload? Obviously the platform is capable of twice the payload the raptor is rated at. Why? How? I did find this for reference.

https://www.kochfordlincoln.com/blogs/blog/what-is-gvwr-and-payload-capacity-of-2019-f-150





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[EricM]

I told you why. The number has very little to do with the actual parts.

You want to look past the sticker, but there is no reason to. That number cannot be changed without putting your ass into a different driver's seat.

Why one is higher than the other is easy- stiffer springs, thicker axle shafts, bigger brakes, more lugs, stronger wheels, higher load tires, higher air pressures, reg cab stripper vs crew cab platinum, whatever.

But why is it 1350 to begin with? Why is it not 1500 instead? They are putting the number only as high as it needs to be to be competitive in the market and giving you a truck that can safely handle that load.

 

[GordoJay]

... Why do some F150s have a 2150 payload where the raptor has 1125? Specifically what parts on the truck raise the payload? Obviously the platform is capable of twice the payload the raptor is rated at. Why? How?.

I'm going with springs. Beef the springs and the platform is capable of more weight without damage. But. Lawyers. Liability. Ford won't, and can't, tell you that it's OK, even if it's quite alright from an engineering standpoint.

 

[nikhsub1]

I told you why. The number has very little to do with the actual parts.

You want to look past the sticker, but there is no reason to. That number cannot be changed without putting your ass into a different driver's seat.

Less of this ********

Why one is higher than the other is easy- stiffer springs, thicker axle shafts, bigger brakes, more lugs, stronger wheels, higher load tires, higher air pressures, reg cab stripper vs crew cab platinum, whatever.

and more of this.

 

[EricM]

Less of this ********



and more of this.

What is "********" to you is really the ONLY thing that matters in relation to the OP. I'm answering your questions in hope of assisting the OP and future readers of this thread more than anything.


I'd suggest going to look at a dump truck if you want to figure out what you have to do to make a truck able to carry more load. They are purpose built for carrying concentrated loads.

 

[TurboTJ]

It would be great to know what the limiting parameter was from Ford’s engineering analysis. Like others have speculated, I’m guessing it’s the rear leafs. They also must have some assumed weight distribution (maybe there is an ASME spec on this). The number is more sensitive to weight far behind the rear axle over weight down low in the back seat.

If you had this, you could safely increase weight beyond the sticker (maybe with the help of one of us engineers)

I don’t really buy the idea of being in legal jeopardy going over GVWR. I’ve yet to see a scale be used with traffic enforcement or at the scene of a crash...

 

[adllewis42]

I don’t really buy the idea of being in legal jeopardy going over GVWR. I’ve yet to see a scale be used with traffic enforcement or at the scene of a crash...

Exactly. Lots of people like to talk about this but are there any examples of people getting in hot water for exceeding GVWR?

 

[EricM]

Exactly. Lots of people like to talk about this but are there any examples of people getting in hot water for exceeding GVWR?

It's simply a risk. If you want to take it, go for it. Nobody here is stopping you.

I assume you don't know anyone who lives off their "neck checks". I know of two couples who support themselves by being professional accident victims. They will sue in any wreck for medical issues, and if you had a load and a trailer- that WOULD come up guaranteed. Real scum-of-the-earth type of folks. Those will be the ones you are dealing with in an accident though.

 

[adllewis42]

It's simply a risk. If you want to take it, go for it. Nobody here is stopping you.

I assume you don't know anyone who lives off their "neck checks". I know of two couples who support themselves by being professional accident victims. They will sue in any wreck for medical issues, and if you had a load and a trailer- that WOULD come up guaranteed. Real scum-of-the-earth type of folks. Those will be the ones you are dealing with in an accident though.

I mean, it's only a risk if there's a chance it will happen, right? So what I'm getting at is that if nobody can show me where this has actually happened, is it really a risk?

 

[allenilly3]

I found myself going down this path and ultimately decided on a pretty sweet Opus 4 popup travel camper.

I felt that all the things I needed to overland was expensive and not a really great experience with the family. I definitely ended up spending more than my overland / RTT setup would cost, and no doubt I will drop more on mods, but I figured this gives me the setup I want and future resale value (holds it value surprisingly well). The ability to unhook and have fun with the truck with minimal added weight once we set up camp was huge too.

The sag wasn't horrible with about 4000 GVWR and 220 lb tongue weight. That's with the camper fully loaded but not the bed. Not too bad, but I'll probably still add the Icons/Eibach/SVT bumpstops soon.

I just picked it up and can't wait to get out with it.