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  1. #11
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    Quote Originally Posted by MarkRizRV View Post
    One word of caution if you decide to go with diesel don't get the 250 because the payload is about 2200 lbs because of the heavier engine, go with the 350 instead.
    This comment is no longer applicable. For 2020, you can get an 6.7 diesel F250 with a 10,800 pound GVWR. You can get a GM 2500 with a 11,300 pound GVWR. GVWR and the subsequent payload ratings have always been marketing tools and the market has shifted. 250/2500 trucks, until this year, have always been capped at 10,000 GVWR (RAM still is...for now) to maintain their status as Class 2 trucks. For some reason, that just changed. Many 250/2500 trucks are the same weight class as 350/3500s...it makes no sense.

    To the OP, a 2019 6.2 will have no problem towing, stopping, or supporting the weight of your trailer and will save you a boat load of money over a 6.7.
    2019 F250 Platinum, 6.7, LB, FX4, High Capacity Tow Package
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  2. #12
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    Quote Originally Posted by JeffD68 View Post
    This comment is no longer applicable. For 2020, you can get an 6.7 diesel F250 with a 10,800 pound GVWR. You can get a GM 2500 with a 11,300 pound GVWR. GVWR and the subsequent payload ratings have always been marketing tools and the market has shifted. 250/2500 trucks, until this year, have always been capped at 10,000 GVWR (RAM still is...for now) to maintain their status as Class 2 trucks. For some reason, that just changed. Many 250/2500 trucks are the same weight class as 350/3500s...it makes no sense.

    To the OP, a 2019 6.2 will have no problem towing, stopping, or supporting the weight of your trailer and will save you a boat load of money over a 6.7.
    Actually the post was referencing payload capacity not GVWR. It would be rare today to find a 250 that doesn't have enough GVWR capacity for all but the largest trailers. The limiting factor tends to be payload capacity and it is tough to find a well configured 250/2500 that has enough payload capacity for all but the smallest 5ers. By the time you add in a pin weight around 20%+ of the trailers GVWR and passengers, hitch weight, other crap we all throw in our trucks you can easily get over 2500lbs of minimum payload needs. If you look at door tags for payload, not the pie in the sky online specs, you'll have a hard time finding a diesel 250/2500 that isn't pushing or over these limits for payload. That was my experience recently anyway when we bought our truck.

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  3. #13
    Site Sponsor MarkRizRV's Avatar
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    Quote Originally Posted by JeffD68 View Post
    This comment is no longer applicable. For 2020, you can get an 6.7 diesel F250 with a 10,800 pound GVWR. You can get a GM 2500 with a 11,300 pound GVWR. GVWR and the subsequent payload ratings have always been marketing tools and the market has shifted. 250/2500 trucks, until this year, have always been capped at 10,000 GVWR (RAM still is...for now) to maintain their status as Class 2 trucks. For some reason, that just changed. Many 250/2500 trucks are the same weight class as 350/3500s...it makes no sense.

    To the OP, a 2019 6.2 will have no problem towing, stopping, or supporting the weight of your trailer and will save you a boat load of money over a 6.7.
    Jeff,
    According to the Ford 2020 250 specs the GVWR of 10800 has a lower payload than the 10000 GVWR. I'm curious of what the actual real world payload numbers are.
    Mark
    Mark & Cindy, York, PA
    2018 Reflection 150 Series 230RL (White)
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    2019 Ford F250 STX 6.2L with 4.30 Gears, SB CC SRW 4x4, 18" Wheels, 3192 Payload, 15,000 Towing Capacity, Fifth Wheel Prep & Camper Package, Ultimate Trailer Tow Camera, Factory Ordered
    Prev TV: 2016 F150 3.5L Supercab with 6.5' bed, 2167 payload, LT Tires, and Air Lift 5000 air bags set to 15lbs

  4. #14
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    Quote Originally Posted by Bearii View Post
    Actually the post was referencing payload capacity not GVWR. It would be rare today to find a 250 that doesn't have enough GVWR capacity for all but the largest trailers. The limiting factor tends to be payload capacity and it is tough to find a well configured 250/2500 that has enough payload capacity for all but the smallest 5ers. By the time you add in a pin weight around 20%+ of the trailers GVWR and passengers, hitch weight, other crap we all throw in our trucks you can easily get over 2500lbs of minimum payload needs. If you look at door tags for payload, not the pie in the sky online specs, you'll have a hard time finding a diesel 250/2500 that isn't pushing or over these limits for payload. That was my experience recently anyway when we bought our truck.

    Sent from my SM-G970U using Tapatalk
    Dave - There are a few misconceptions in your post.

    First, it is impossible to discuss payload absent of GVWR. By definition GVWR and payload capacity will be exceeded at the exact same moment. The payload capacity listed on the sticker on your door jamb is not a rating, it is the result of a mathematical equation; the assigned GVWR minus the weight of that specific truck (while also allowing for a 150 pound driver and a full tank of fuel) as it rolled off the assembly line. So, lets say you have a 10,000 pound GVWR truck sitting on a scale and it weighs 8,000 pounds including every everything in it right down to the coffee in the cup holder. At that moment in time, your available payload is 2000 pounds. You then hitch up your fifth wheel which as luck would have it, has a pin weight of exactly 2000 pounds. At that moment you have reached your GVWR and have 0 pounds of available payload. Finally, your wife hands you a 16 oz burrito for the road and as soon as the weight of that burrito is registered by the scale, you have simultaneously exceeded both your GVWR and payload by one pound.

    Maybe what you meant to say is that with a 250/2500 and a fifth wheel combination, you will generally exceed your payload capacity well before exceeding your tow rating. That has been an absolute fact until 2020. That fact has always been driven by the self imposed 10,000 pound GVWR (Class 2) weight limit all three HD truck manufacturers placed on their 250/2500. Now that GM 2500 (11,300 pound GVWR) and Ford F250 (10,800 pound GVWR) have done away with the 10,000 limit on their "3/4 ton trucks" a 2020 250/2500 has nearly the same payload capacity of a 2019 350/3500.

    Once again, I will reiterate, that payload capacity on your sticker is virtually unrelated to the capability of your truck. A 2019 F250 had a GVWR of 10,000 pounds. In 2020, an F250 with the exact same suspension components has a GVWR of 10,800 pounds. You get an additional 800 pounds of payload capacity with no mechanical improvements. It's pure marketing. Chevy upped the GVWR on their all new 2500, so Ford answered. As another example, you can order an 11,500 pound GVWR F350 derated to 10,000 pounds to avoid DOT, insurance, or registration requirements. The payload of the derated truck will be 1,500 pounds less than the identical standard GVWR F350. What is the significance of the payload sticker at that point? An F450 is a significantly more robust and heavier truck that a DRW F350. Ford has assigned both trucks a 14,000 pound to keep them classified as Class 3 trucks. The net result is that an F450 has less payload capacity than an F350 DRW in spite of its significantly higher real world capability. That payload capacity sticker provides very little insight into the capability of the truck.
    2019 F250 Platinum, 6.7, LB, FX4, High Capacity Tow Package
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  5. #15
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    Quote Originally Posted by MarkRizRV View Post
    Jeff,
    According to the Ford 2020 250 specs the GVWR of 10800 has a lower payload than the 10000 GVWR. I'm curious of what the actual real world payload numbers are.
    Mark
    This is mathematically impossible. Remember, payload capacity is calculated by subtracting the actual weight of a truck from the GVWR. A 2020 diesel F250 (10,800 GVWR) will have approximately 800 more pounds of payload than a comparably equipped 2019 diesel F250 (10,000 GVWR) every time. This is not science or engineering, it is the simplest form of math.

    Ford almost certainly settled on 800 pound GVWR increase to eliminate the payload penalty for choosing the diesel option. The 10,800 GVWR is only available with the 6.7 Power Stroke. Previously, an F250 could be rated at 10,000 pound regardless of engine. People would routinely choose the 6.2 gas only to get the additional payload capacity. Now folks looking to maximize the number on the sticker may exercise the $10,000 diesel option. Once again, the GVWR/payload sticker is pure marketing. Ford wants to sell more diesels so they eliminated one of the primary reasons (besides cost) that some have chosen the (less profitable) gas powered F250s.
    2019 F250 Platinum, 6.7, LB, FX4, High Capacity Tow Package
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  6. #16
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    Quote Originally Posted by JeffD68 View Post
    This is mathematically impossible. Remember, payload capacity is calculated by subtracting the actual weight of a truck from the GVWR. A 2020 diesel F250 (10,800 GVWR) will have approximately 800 more pounds of payload than a comparably equipped 2019 diesel F250 (10,000 GVWR) every time. This is not science or engineering, it is the simplest form of math.

    Ford almost certainly settled on 800 pound GVWR increase to eliminate the payload penalty for choosing the diesel option. The 10,800 GVWR is only available with the 6.7 Power Stroke. Previously, an F250 could be rated at 10,000 pound regardless of engine. People would routinely choose the 6.2 gas only to get the additional payload capacity. Now folks looking to maximize the number on the sticker may exercise the $10,000 diesel option. Once again, the GVWR/payload sticker is pure marketing. Ford wants to sell more diesels so they eliminated one of the primary reasons (besides cost) that some have chosen the (less profitable) gas powered F250s.
    I agree with what you are saying, but since the specs are not showing the expected increase, If it was me buying, i would need proof from the door jam that you get a higher payload before ordering. So what is the real world numbers? Has anyone seen the actual numbers on the Sticker yet?
    Mark
    Mark & Cindy, York, PA
    2018 Reflection 150 Series 230RL (White)
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    2019 Ford F250 STX 6.2L with 4.30 Gears, SB CC SRW 4x4, 18" Wheels, 3192 Payload, 15,000 Towing Capacity, Fifth Wheel Prep & Camper Package, Ultimate Trailer Tow Camera, Factory Ordered
    Prev TV: 2016 F150 3.5L Supercab with 6.5' bed, 2167 payload, LT Tires, and Air Lift 5000 air bags set to 15lbs

  7. #17
    Site Sponsor MarkRizRV's Avatar
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    Quote Originally Posted by MarkRizRV View Post
    I agree with what you are saying, but since the specs are not showing the expected increase, If it was me buying, i would need proof from the door jam that you get a higher payload before ordering. So what is the real world numbers? Has anyone seen the actual numbers on the Sticker yet?
    Mark
    One more thing, so you pay $10000 more for diesel to get basically about the same payload as a gasser
    Mark
    Mark & Cindy, York, PA
    2018 Reflection 150 Series 230RL (White)
    Curt A16 Hitch, Turning Point Swivel Pin Box, set to Swivel, with Curt Wedge
    2019 Ford F250 STX 6.2L with 4.30 Gears, SB CC SRW 4x4, 18" Wheels, 3192 Payload, 15,000 Towing Capacity, Fifth Wheel Prep & Camper Package, Ultimate Trailer Tow Camera, Factory Ordered
    Prev TV: 2016 F150 3.5L Supercab with 6.5' bed, 2167 payload, LT Tires, and Air Lift 5000 air bags set to 15lbs

  8. #18
    Rolling Along backtrack2015's Avatar
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    Quote Originally Posted by MarkRizRV View Post
    One more thing, so you pay $10000 more for diesel to get basically about the same payload as a gasser
    Mark
    Or spun another way, now when you get the diesel for the added pulling power you also get a payload similar to the gasser. That’s an improvement over previous years in terms of the stickers.
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  9. #19
    Seasoned Camper frank4711's Avatar
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    You will be good to go ... with the Turning Point there will be zero issues towing with the 6.5 bed .... later Frank
    Frank & Cindy --- S Class Solitude 2930RL-R ---2019 Ram 3500 Cummins 6.7 SRW 4x4 8' bed---Remi & Sage traveling Pomskies ---TST 507 TPMS ... B&W Patriot 18K---3.73 axle ... Predator 3500--Backflip MX4---48 days 2019---51 days camped 2020---***Payload 4394***

  10. #20
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    Quote Originally Posted by MarkRizRV View Post
    I agree with what you are saying, but since the specs are not showing the expected increase, If it was me buying, i would need proof from the door jam that you get a higher payload before ordering. So what is the real world numbers? Has anyone seen the actual numbers on the Sticker yet?
    Mark
    Published payload specs are incredibly misleading since they apply to a very specifically equipped truck only. The comparison you are making is almost apples to oranges. In 2019 the max available GVWR for an F250 was 10,000 pounds. Many different configurations would result in that 10,000 rating but the configuration that was used to calculate (remember, it's math, not science or engineering) the max payload was a 6.2, regular cab, XL trim truck. Virtually nobody buys that truck to haul their personal RV, so nobody ends up with that maximum payload number.

    For 2020, Ford is offering a 10,800 pound max GVWR. To get that rating, the truck must be optioned with the 6.7 diesel and I believe the High Capacity Trailer Tow Package as well. Those heavy options give back all of of the increased GVWR/payload and then some. The net result is a lower max payload that the 10,000 GVWR 2019 6.2, regular cab, XL that you are comparing it to. That comparison is useless.

    In the real world, I drive a 2019 F250 that I special ordered with every towing, comfort, safety and convenience option offered. If I ordered the exact same truck in 2020, it would have the 10,800 GVWR and therefor, an additional 800 pounds of payload as per the sticker. If the sticker is a priority to you, that is the meaningful comparison.

    In your case specifically, it would be possible to order a comparably equipped 2020 with the 6.7 and get a very similar payload capacity.
    2019 F250 Platinum, 6.7, LB, FX4, High Capacity Tow Package
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