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Old 08-21-2011, 12:21 PM   #15
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The empty weight of your truck is the GVWR minus the cargo capacity...11,500 - 3,450.

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Old 08-22-2011, 08:01 AM   #16
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Got back yesterday from ATVing over the weekend. Towed the toy hauler at approx 12k. Towing the same trailer as I did with the v-10 I had loaded with about 100 lbs less food (refreshments and ice).
Observation between 2010 F350 V-10 srw short bed and 2011 F350 6.7 drw;
of course better acceleration, braking, engine braking, hill speed control
The truck pulled better but also seemed more stable and had better control of the trailer.
MPG is not really comparible as the v-10 drove from Philly to Pittston PA on the turnpike (60 mph) at 7 mpg and the diesel drove from Tunkhannock to Coldersport PA on route 6 (55-25 mph across route) and averaged 10 mpg.
I really liked my V-10 but love the new truck.
Now how many bags of sand am I going to have to put in the bed for traction this winter?...

2015 F350 Lariat Diesel Dually, White, Hitch Kit.
2013 Dutchman Voltage 3200 Epic II 5th wheel.
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Old 08-22-2011, 12:42 PM   #17
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Originally Posted by djkarau View Post
According to the door stickers and Ford:

GVWR = 11500
Max Rear Axle = 7000
Max Payload = 3450
GCWR = 23500
Max 5th Wheel = 15600

Assuming truck is around 8000 lbs (Yes I'm going to take it to a set of scales!)
Wife, dog, myself, full tank, plus crap inside truck = 600 lbs + 250 lbs for 5th wheel.

Therefore...11500 - 8850 leaves 2650 for the pin.

I'll never be close to the 7000 lbs on the rear axle

23500 - 8850 = 14650 for trailer/gear.

Is my math correct on this?
The math looks fine. But you do really need to keep a close eye on the rear GAWR, that 7000 lb number is limited by the tires and a real issue. Many people take the dry pin weight percentage of the total dry weight and assume the loaded number will increase by the same percentage. But with so much forward storage and bedroom storage on a fiver, loaded pin weight generally becomes a higher percentage. For example, dry pin weight may be 15%, but if you add 1000 lbs of gear, rather than just adding 150 lbs to the pin, it might add 250 lbs instead.

GCWR is a performance number, the closer you are to that number the bigger the impact on acceleration, EB braking, mpgs, etc. GVWR is most important from a warranty perspective especially if your state allows you to register the truck for a weight that is higher than the GVWR and you elect to do that. Therefore I would be more concerned about pin weight than total weight when selecting a fiver.
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Old 08-23-2011, 07:27 AM   #18
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I would check the tires specs to insure they are rated to carry the weight, my friend has a F250 and he tows a 34 toy hauler no problem it has the diesel.
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Old 08-24-2011, 09:10 AM   #19
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Originally Posted by TXiceman View Post
Ditto on what Rusty said. A SRW will not carry as much pin weight as a DRW...end of discussion.

Now there are a lot of folks out there pulling way over the GVWR and or rear axle GAWR and do not know better...just because someone said they do it and are OK or the salesman said it would work.

My advice is to weight the truck and work out the real numbers, not the jacked up tow ratings and then see if you are comfortable exceeding the ratings on the truck.

The dually will be much more stable too and better on tire wear. Love my F-350 diesel and dually!
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Old 08-24-2011, 10:27 PM   #20
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You have to get the axle weights, and remember, with the hitch placement 2" in front of the centre line of the rear axle , only 5-8 % of the trailer pin weight is shifted to the front axle. You will over load the rear before you get close to max GVWR on the whole truck.
600 lbs. for the fuel,you, DW, and stuff in the truck , MHO, 1200 would be closer to the real weight. My wife's purse weighs ..... well lets not go there.
I ran 5ths for 11 years before the upgrade to DP. 2 trucks , 4 trailers. Still have all the weights on file.

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