No I am not saying that. Maybe you need to go back and read the entire thread. We are all wondering why Ford made a change from 2023 and before when the payload was different for vehicles equipped differently to 2024 showing the same payload number on vehicles that were NOT equipped the same.
Every 2024 Non Max Expedition has the same Payload Sticker
- Thread starter rnazer83
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I read the whole thread. I agree, we are all wondering what happened from '23 to '24.
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This is the answer I got from a sales rep when questioning the payload info. Sounds like a bunch of crap to me but maybe someone else can make sense of it.
"In the 2024 Expedition non-max 4x4, Ford standardized the platform across trims so that the base curb weight, & thus the payload capacity is nearly identical regardless of interior or luxury features. Essentially, all trims use the same structural components and equipment, so the payload is determined solely by the vehicle’s overall design. The only exception is when the Heavy-Duty Tow Package is added, which changes the payload from 1358 to 1405 lbs. In previous model years, differences in standard equipment led to more variation in payload numbers, but for 2024 Ford streamlined production and ensured consistency across trims."
"In the 2024 Expedition non-max 4x4, Ford standardized the platform across trims so that the base curb weight, & thus the payload capacity is nearly identical regardless of interior or luxury features. Essentially, all trims use the same structural components and equipment, so the payload is determined solely by the vehicle’s overall design. The only exception is when the Heavy-Duty Tow Package is added, which changes the payload from 1358 to 1405 lbs. In previous model years, differences in standard equipment led to more variation in payload numbers, but for 2024 Ford streamlined production and ensured consistency across trims."
Flathead40
Well-Known Member
Ford knows the weight of each option so this isn’t hard. They program all that in and based on the build sheet their system knows what the curb weight is vs the GVWR. The cost savings is nil. The question is are they doing the same thing on 24+ F-Series where this number means a lot more from a DOT perspective (especially 250 and up).
Can someone here explain why the "Tire and Loading" sticker is important anyway? That the key #s are above that sticker (GVWR, GAWR).
Not sure anyone insists their passengers and cargo weigh themselves before getting-in and going for a ride?
But there seems no question that diff vehicles with different wheels/tires should have different cargo limitations. For the record, mine has 265/70R18 tires and sez 1405lbs.
Not sure anyone insists their passengers and cargo weigh themselves before getting-in and going for a ride?
But there seems no question that diff vehicles with different wheels/tires should have different cargo limitations. For the record, mine has 265/70R18 tires and sez 1405lbs.
So, before 2024, different trims used different "structural components" and had non-"standardized the platform" on the vehicles？I highly doubt it.
I take it as a cost saving action. My education tells me, Ford cuts this weighting step for each individual vehicles to save some labor cost and reduce production time.
Yesterday i looked at the tow specs for the Jeep Wagoneer. The spec sheet shows a payload value with no variance footnotes. Im thinking the manufacturers are doing what i commented on above. Take the lower common denominator and make that the single figure expect for 2wd/4wd and tow package. They just didn't bother to announce the change to consumers
Spec sheets are always like that. That is why the door sticker is so important because it should be accurate to the pound
There is zero chance this is correct...
weight can swing 300+lbs between just a few options.
buckets, Pano roof, XLT vs. limited is probably a 300-350lb difference.
I'm not going to lie... As someone who does everything I can to be smart with towing, it would really tick me off that they aren't weighing them and printing actuals. ESPECIALLY at those numbers. We've seen other units in the 1750-1850 range, which is a HUGE difference than those stickers.
Smells like cost savings then the lawyers gave them a bottom end. That REALLY sucks for those who want to stay legal when towing.
If your max loaded weight does not exceed the weight rating on the sticker, how would you be operating illegally?
Is max payload a legal number? Are you suggesting it's fine to surpass the rated payload on the sticker?
I've very intentional searched for an XLT, no pano roof, bucket seats knowing they should be in the 1700+ range but getting screwed out of 300-400 lbs sucks.
No. I assume that manufacturers post gross vehicle weight ratings on their vehicles because federal or state laws require that posting so operators of those vehicles will know how much weight is considered an overloaded vehicle. If the actual loaded weight of your vehicle does not exceed the weight rating on the sticker, how would you be operating illegally?
ROBERT BONNER
Full Access Members
I've had a little experience with this in the industry and will try to explain why some numbers may not always seem to make sense.
1) 2x individual tire carrying capacity at specified pressure must always equal or exceed Placard Front and Rear GAWR's
2) FGAWR + RGAWR must always equal or exceed GVWR
3) Over the years FMVSS (Federal Motor Vehicle Safety Standards) rules governing calculated vehicle curb weight (~unloaded weight), and their interpretation, have changed in terms of allowable driver and fuel weight; so, comparing vehicles across model years may be affected by this
4) Payload doesn't always equal GVWR-curb weight (whatever that may be) because payload is typically biased over the rear axle. The governing factor normally is at what "reasonably distributed" payload the RGAWR is tripped.
Add to this the fact that the manufacturers compete with one another on some of these numbers, pressuring the vehicle engineers to press the envelope on what is a "reasonable" distribution of loading of the payload. This becomes apparent when trailer towing and tongue weights come into play. Even with good equalizing hitches, tongue weight puts more load on the rear axle than it's dead weight due to "lifting" of the vehicle forward of the rear axle.
Bottom line, I will repeat what has been written in this forum many times, when in doubt, weigh your vehicle by axle and don't exceed the GAWR's. Don't feel bad if you can't load your Expedition full of people and luggage, and safely tow a large 2 axle travel trailer.....just step up to a Super Duty.
1) 2x individual tire carrying capacity at specified pressure must always equal or exceed Placard Front and Rear GAWR's
2) FGAWR + RGAWR must always equal or exceed GVWR
3) Over the years FMVSS (Federal Motor Vehicle Safety Standards) rules governing calculated vehicle curb weight (~unloaded weight), and their interpretation, have changed in terms of allowable driver and fuel weight; so, comparing vehicles across model years may be affected by this
4) Payload doesn't always equal GVWR-curb weight (whatever that may be) because payload is typically biased over the rear axle. The governing factor normally is at what "reasonably distributed" payload the RGAWR is tripped.
Add to this the fact that the manufacturers compete with one another on some of these numbers, pressuring the vehicle engineers to press the envelope on what is a "reasonable" distribution of loading of the payload. This becomes apparent when trailer towing and tongue weights come into play. Even with good equalizing hitches, tongue weight puts more load on the rear axle than it's dead weight due to "lifting" of the vehicle forward of the rear axle.
Bottom line, I will repeat what has been written in this forum many times, when in doubt, weigh your vehicle by axle and don't exceed the GAWR's. Don't feel bad if you can't load your Expedition full of people and luggage, and safely tow a large 2 axle travel trailer.....just step up to a Super Duty.
I'm with Robert B on this one...I'd appreciate accurate door stickers, but it's pretty easy to hit a CAT scale and still be legal.
Your payload sticker isn't your legal rating, it's your GAWR/GVWR/GVWR that will get you in trouble (which factors in payload)...and a CAT scale will solve for that.
You can be under Payload, and OVER GAWR. You can be over GVWR and but under both GAWR. Take it to the scale if you're towing >5k - which you need a WDH for (per manual) and should require a trip to the scales anyways
Your payload sticker isn't your legal rating, it's your GAWR/GVWR/GVWR that will get you in trouble (which factors in payload)...and a CAT scale will solve for that.
You can be under Payload, and OVER GAWR. You can be over GVWR and but under both GAWR. Take it to the scale if you're towing >5k - which you need a WDH for (per manual) and should require a trip to the scales anyways
The challenge is not really wanted to cat scale a vehicle prior to purchase. It would be nice to know if it's atleast in the ball park of the high end or low end...
My vehicle is just like what you want. But it's a max with 4wd and eLSD. The number on sticker is 1537, which doesn't make too much sense to me. The similar setup used to have 1700ish payload. I weighted it on CAT scale when it was empty with some fuel in tank, and got the number 5820 lbs.
The concern is that if you are in an accident and the police report shows you were pulling a trailer your insurance, and/or the other parties insurance, will likely want to know if you were over the rated payload or trailer weight that the vehicle is rated for.
I have lived on the road for 18+ months.. and bought a truck specifically due to my 4100lb pin weight trailer. I’ve run so many numbers I can’t even explain.. so I get it.
And it’s EXACTLY why I’d be mad if my Expedition could take 18xx payload via the scale and Ford tells me it’s 1500.
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