If your max loaded weight does not exceed the weight rating on the sticker, how would you be operating illegally?
Every 2024 Non Max Expedition has the same Payload Sticker
- Thread starter rnazer83
- Start date
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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.
