Trailer Tow Package vs Truck with Addons Funniness

[sts90]

Ford's 'magic' variable for tow limits is the 'tow package' of which notable features are the TBC and C4 hitch. However a non-trivial number of jurisdictions require TBC or other trailer braking means above 3500lbs. The non TBC towing number is roughly 95% or so rounded to the nearest whole number, w/ 4wd models getting a bump due to naturally heavier front end. I think your belief is that it has a lower tow capacity may be due to not specifically having the exact tow package, but yet having the hitch and TBC which comprise the shift itself.

If your truck was factory delivered with the 2 variables that actually create the higher tow value but some how your vin has an arbitrary flag that incorrectly says it's the lower value, you'll have to take that up with ford directly.

That is my point in this whole thread. Ford is imposing a hidden fee or tax for the increased tow capacity flag on your vin. If you look on an XLT mid-level group, which is base, you get a C4 hitch and the tow package is 1,325. On an XL with no group, the tow package is still 1,325. Who is getting screwed, the customer. As a person who has owned many trucks, my process was C4 hitch/ check, trailer brake controller/ check, and 3.55 rear end/ check. I bought the truck to find out, nope 7k is all you get buddy. So if get in a wreck towing over 7,000 in my truck things will end poorly if someone pulls in tags and verify.

How would someone even take that up with Ford? I can see the answer now "Contact your local dealer."

Dealer "I am sorry about that. We will give you top dollar for your trade, and we have this new truck for you with all that plus (x)."

I am probably way too young to be disappointed. However, I feel the least I can do is write about it on the internet in hopes someone else reads it and is informed.

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[HammaMan]

You're good. You've got the GCWR and the necessary equipment to tow it.

 

[sts90]

You're good. You've got the GCWR and the necessary equipment to tow it.

Well, that is the first bit of good news to date. Is there a place that it is called out as it was not on door jam label in the picture?

 

[JExpedition07]

GVWR is your only legally binding number. That is all a state trooper is going to look at, the law doesn’t give one flying crap about the factory tow numbers. Those are all marketing, the payload sticker and GVWR and well as GAWR and RAWR on your pillar stickers are the only official numbers. You really can pretty much throw fords towing guide in the garbage can. You can’t even achieve the 13,300 on the max row on 99.99% of the trucks without it being a XL base standard cab. Just an FYI, going over the “max towing” can affect your warranty. But it would be hard for Ford to prove that you did it.

 

[sts90]

GVWR is your only legally binding number. That is all a state trooper is going to look at, the law doesn’t give one flying crap about the factory tow numbers. Those are all marketing, the payload sticker and GVWR and well as GAWR and RAWR on your pillar stickers are the only official numbers. You really can pretty much throw fords towing guide in the garbage can. You can’t even achieve the 13,300 on the max row on 99.99% of the trucks without it being a XL base standard cab. Just an FYI, going over the “max towing” can affect your warranty. But it would be hard for Ford to prove that you did it.

Yeah, I was doing that math and really stumped for a while. My GVWR is on my sticker but not GCWR, where do they put that on the F150's?

 

[Samson16]

OP's rear GAWR is #3800 while Hamma's chart shows #4150 for 3.5 Supercrew 4x4. I probably missed something.

 

[Samson16]

Yeah, I was doing that math and really stumped for a while. My GVWR is on my sticker but not GCWR, where do they put that on the F150's?

I don't think they do.

 

[Samson16]

You should find this underneath on your frame or hitch.

 

[Aron]

Yeah, I was doing that math and really stumped for a while. My GVWR is on my sticker but not GCWR, where do they put that on the F150's?

The GCWRs are printed in the towing guide:

 

[Aron]

However, my truck limited 7,000 lb tow but has all equipment that matters for 11,300. I believe it either a money grab or insurance liability check box.

I honestly think it's not either of those; my money is on "bureaucratic process" as the culprit. It's a byproduct of building a truck every 60 seconds.

They have their programs developed that says "if truck is option A, then weight rating is X," and that's what goes on the sticker. It likely doesn't have the capability to tweak the number based upon what other options you've added that might affect that number. So, you buy a truck without a tow package, but get every option to simulate a tow package, you're still likely to be rated at the "without tow package" number. The guys programming the stickers probably don't know precisely what goes into a tow package (automotive engineers are probably not the guys writing the programs), so will default to the lower number to keep their company from getting sued if they make a mistake.

 

[12Lariat21]

It's all based on As-Built, and heavily determined by Warranty and Liability. It does not account for anything added/modified after production. And legally you are bound by that sticker. Yes your truck is capable of towing more, but if you cause an accident, especially if it results in the loss of life, you exceeding the manufactures limits would be held liable. So like most things in life, its all in what risks you are willing to take.

I have the max tow on mine, and I pull a travel trailer with GVWR of 7600 lbs, and I can't really imagine towing something upwards of 10k lbs...seems ridiculous for a 1/2 ton truck. But I do appreciate the ability to do so, should that be required.

 

[Probity]

This has really been bothering me because my truck does not have a tow package and is limited to 7000 LB on paper. My truck has the following addition ordered add-ons that affect tow:

• 4x4 via FX4 package
• 7/4 Pin Connector Stand
• LED Lights (Sport Appearance Package and Bed Utility Package)
• 3.5L v6 Ecoboost
• 3.55 Electricronic Lock RR Axle
• Class IV Trailer Hitch
• Integrated Trailer Brake Controller
• Extended Range 36gal fuel tank
• Max Truck Pay Load 1,771 LB (door frame sticker)

No, I did not order it but bought it off the lot because of the discount. I can't find a logical explanation for why it is not 11,300 LB. The dealer service could department could provide a reason either and agreed with me. Would I tow 11,300 LB no but maybe right below 10k if I bought a nice boat. However, not having fancy electronics in Pro Trailer Backup Assist, Pro Trailer Hitch Assist, and Smart Trailer Tow connector with BLIS means you are limited to 7,000 lb? I have towed heavier than 7,000 lb with a 5 speed, and less engine power with 3.55 rear end on 1/2 ton before all these electronics. I am not saying these electronics are not very helpful but gosh this seems very wrong. If I am wrong please explain what I am missing. Please see below for the supporting information.

The Trailer Tow Package is: Rating 11,300 LB

The Max Tow Package is: Rating 13,900 LB

Additional Addons not mentioned confirmed by Dealer

• Larger Brakes
• Larger Radiator
• Transmission cooler
• Floating Rear axle

Manual Tow Chart:

I feel your pain. Ford certainly doesn’t make it easy to decipher all the tow rating info in their Towing Guides. At the end of the day my opinion/theory is that it all comes down to SAE J2807, and in the case of Ford’s tow package effect on max. trailer weight rating, having a trailer with (or without) trailer brakes (and a way to use those brakes with your TBC).

Ford doesn’t get to pick what GCWR or max. loaded trailer weight they want to use, it’s an outcome from J2807 testing verification. During testing, tow-vehicle/trailer combinations are even ballasted to a minimum of the appropriate GCWR. Of course, Ford designed the vehicle, they ‘designed’ GVWR, GAWR’s and payload values (all of which you can see on your doorjamb stickers), and I’m sure targeted some level of tow rating in their design. But you won’t find GCWR or max. load trailer weight (called TWR in J2807-speak) anywhere except in Ford’s RV & trailer tow guides after J2807 verification testing. The 2022 version is here - 2022 Ford RV & Trailer Towing Guide (fordpro.com).

If you want to spend $90 or so you can get the latest version of J2807, or you can see an earlier version (2016) for free tow-test-standards-2016-02.pdf (fifthwheelst.com) . Appears to be only minor changes between the 2, the guts of what testing is undertaken and equations used are in the 2016 version. You can see all the sort of testing involved in arriving at that GCWR and TWR (the infamous Davis Dam test etc), and various calculations involved.

SAE J2807 tests structural (4.2), propulsion system (4.3), combination handling (4.4), and braking (4.5). What SAE J2807 says about GCWR, TVTW (tow-vehicle trailering weigh = CAT scales weight of truck-only plus 300 lbs passenger weight = ‘approximately’ GVWR – payload door sticker value + 300 lbs), and TWR (trailer weight rating = Ford’s Max. Loaded Trailer Weight) is:

1. “Tow-vehicle GCWR is qualified by conformance to the performance requirements following in this section. Should the tow-vehicle be capable of different GCWR values throughout the various tests in this section, the actual GCWR will be the least of the values attained”.

2. TVTW for tow vehicles under 8500 lbs GVWR (i.e., all F-150’s being made as current max. GVWR’s ranges from around 6010 lbs to 7850 lbs):

I find this “all options in excess of 33% sales penetration” business confusing but it is what it is.

3. TWR calculation methodology – basic calculation is TWR is less than or equal to GCWR – TVTW. The complete calculation (3 cases considered) is:

Using OP’s numbers, the basic ‘GVWR Constrained’ TWR value is 16900 (from ’22 Ford tow guide and J2807) – 5600 (approximate; know his GVWR and payload but don’t know actual truck weight) = 11300 (i.e., the 11300 in 2022 Towing Guide).

For the other calculations – I don’t know what FALP (front axle load restoration value) is but I’m sure others smarter than me could calculate it along with CPOH and ETL. Also don’t know what the ‘TVTW rear axle load’ is.

For the ‘GVWR Constrained’ cases for 5th wheel trailer, the OP’s TWR is around 9700 lbs (close to the 9800 lbs in ’22 tow guide), and for trailer w/o weight distribution the TWR is around 14500 lbs (bigger than GCWR Constrained case so it can’t be used).

At the end of the day, still don’t know exactly where the ‘limited to 7000 lbs max. loaded trailer weight w/o 53A trailer tow package’ comes from. So, what exactly in the way of extra goodies do you get going from 53B to 53A? As per the ’22 tow guide Towing Equipment & Trailer Towing Packages, not much other than the TBC (trailer brake controller). It’s confusing because the tow guide says only the F150 Raptor gets aux. trans cooler and ‘upgraded’ radiator and ‘upgraded’ rear axle standard. With 53C you get the ‘upgraded’ rear axle – but not aux. trans cooler or ‘upgraded’ radiator. But as others have pointed out, different engine/package configuration get different radiators, and may even different trans cooling. And if I understand it correctly, unless you get a Heavy-Duty Payload package or Max Tow 53C, the brake specs are the same for a truck with or without 53A.

I have a very hard time believing that if you don’t have a 53A trailer tow package (i.e., don’t have whatever magical goodies are actually baked into a 53A package), then not having those goodies makes a significant difference in SAE J2807 actual performance test results such that you have to knock thousands of pounds off your TWR/max. loaded trailer weight rating. Yes, I understand that beefed up radiators, trans cooling, rear axles, etc will enable tow vehicles to achieve higher GCWR’s and TWR’s from J2807 performance test results, but that’s not what the footnote in the ’22 tow guide actually says.

One thing that surprised me a little in J2807 is that the 4.5 Combination Braking Performance Requirement tests are run without the use of trailer brakes. If I understand 4.5 in its entirety, maybe above a TWR (max. loaded trailer weight) of 7000 lbs for Ford’s 3.5 EB’s and 5.0L trucks, Ford couldn’t “pass” the stopping distance tests. I sure don’t know.

What I do know is:

1. I looked in the 2018 tow guide just for grins (year of my current ride). Back then, a 53A tow package did NOT include a TBC (only got a TBC with the 53C package or as a stand-alone). And in the max. loaded trailer weight tables there is NO mention in the footnotes about ‘limited to 7000 lbs max. loaded trailer weight w/o 53A trailer tow package’ for 3.5 EB’s/5.0L, and no mention of ‘limited to 6000 lbs max. loaded trailer weight w/o 53A trailer tow package’ for 3.3L/2.7 EB’s.

2. At present, and going back a number of years too, Ford’s yearly tow guides contain some version of the following language:

Now in the real world, if you actually planned to tow an 11000+ lbs. loaded trailer with any frequency on trips of any length, you’d have a SuperDuty F250/350 with a TBC along with a WDH and stout trailer brakes. If you actually planned to use an F150 for that 11000+ loaded trailer on a short trip under controlled terrain and travel conditions, you’d also have a TBC and use a WDH and a trailer with hell-for-stout brakes.

If for some reason you had an 11000+ lbs. trailer but didn’t have a TBC, you wouldn’t use your F150. But you can safely pull some lesser-weight trailer even if you don’t have a TBC.

Ford’s now telling us that if you don’t have a TBC, that lesser weight trailer you can safely pull maxes out at 7000 lbs for 3.5 EB/5.0L equipped trucks and 6000 lbs for 3.3L/2.7 EB equipped trucks. How they arrived at those exact values is beyond me. My suspicion is that it’s related to the braking performance testing part of SAE J2807 but who knows.

 

[JExpedition07]

I have the Class IV hitch and Integrated Trailer Brake Controller on my STX and no tow package. Both are available as stand-alone options. My truck is still limited to 7,000 pounds with the factory TBC.

 

[sts90]

I feel your pain. Ford certainly doesn’t make it easy to decipher all the tow rating info in their Towing Guides. At the end of the day my opinion/theory is that it all comes down to SAE J2807, and in the case of Ford’s tow package effect on max. trailer weight rating, having a trailer with (or without) trailer brakes (and a way to use those brakes with your TBC).

Ford doesn’t get to pick what GCWR or max. loaded trailer weight they want to use, it’s an outcome from J2807 testing verification. During testing, tow-vehicle/trailer combinations are even ballasted to a minimum of the appropriate GCWR. Of course, Ford designed the vehicle, they ‘designed’ GVWR, GAWR’s and payload values (all of which you can see on your doorjamb stickers), and I’m sure targeted some level of tow rating in their design. But you won’t find GCWR or max. load trailer weight (called TWR in J2807-speak) anywhere except in Ford’s RV & trailer tow guides after J2807 verification testing. The 2022 version is here - 2022 Ford RV & Trailer Towing Guide (fordpro.com).

If you want to spend $90 or so you can get the latest version of J2807, or you can see an earlier version (2016) for free tow-test-standards-2016-02.pdf (fifthwheelst.com) . Appears to be only minor changes between the 2, the guts of what testing is undertaken and equations used are in the 2016 version. You can see all the sort of testing involved in arriving at that GCWR and TWR (the infamous Davis Dam test etc), and various calculations involved.

SAE J2807 tests structural (4.2), propulsion system (4.3), combination handling (4.4), and braking (4.5). What SAE J2807 says about GCWR, TVTW (tow-vehicle trailering weigh = CAT scales weight of truck-only plus 300 lbs passenger weight = ‘approximately’ GVWR – payload door sticker value + 300 lbs), and TWR (trailer weight rating = Ford’s Max. Loaded Trailer Weight) is:

1. “Tow-vehicle GCWR is qualified by conformance to the performance requirements following in this section. Should the tow-vehicle be capable of different GCWR values throughout the various tests in this section, the actual GCWR will be the least of the values attained”.

2. TVTW for tow vehicles under 8500 lbs GVWR (i.e., all F-150’s being made as current max. GVWR’s ranges from around 6010 lbs to 7850 lbs):

I find this “all options in excess of 33% sales penetration” business confusing but it is what it is.

3. TWR calculation methodology – basic calculation is TWR is less than or equal to GCWR – TVTW. The complete calculation (3 cases considered) is:

Using OP’s numbers, the basic ‘GVWR Constrained’ TWR value is 16900 (from ’22 Ford tow guide and J2807) – 5600 (approximate; know his GVWR and payload but don’t know actual truck weight) = 11300 (i.e., the 11300 in 2022 Towing Guide).

For the other calculations – I don’t know what FALP (front axle load restoration value) is but I’m sure others smarter than me could calculate it along with CPOH and ETL. Also don’t know what the ‘TVTW rear axle load’ is.

For the ‘GVWR Constrained’ cases for 5th wheel trailer, the OP’s TWR is around 9700 lbs (close to the 9800 lbs in ’22 tow guide), and for trailer w/o weight distribution the TWR is around 14500 lbs (bigger than GCWR Constrained case so it can’t be used).

At the end of the day, still don’t know exactly where the ‘limited to 7000 lbs max. loaded trailer weight w/o 53A trailer tow package’ comes from. So, what exactly in the way of extra goodies do you get going from 53B to 53A? As per the ’22 tow guide Towing Equipment & Trailer Towing Packages, not much other than the TBC (trailer brake controller). It’s confusing because the tow guide says only the F150 Raptor gets aux. trans cooler and ‘upgraded’ radiator and ‘upgraded’ rear axle standard. With 53C you get the ‘upgraded’ rear axle – but not aux. trans cooler or ‘upgraded’ radiator. But as others have pointed out, different engine/package configuration get different radiators, and may even different trans cooling. And if I understand it correctly, unless you get a Heavy-Duty Payload package or Max Tow 53C, the brake specs are the same for a truck with or without 53A.

I have a very hard time believing that if you don’t have a 53A trailer tow package (i.e., don’t have whatever magical goodies are actually baked into a 53A package), then not having those goodies makes a significant difference in SAE J2807 actual performance test results such that you have to knock thousands of pounds off your TWR/max. loaded trailer weight rating. Yes, I understand that beefed up radiators, trans cooling, rear axles, etc will enable tow vehicles to achieve higher GCWR’s and TWR’s from J2807 performance test results, but that’s not what the footnote in the ’22 tow guide actually says.

One thing that surprised me a little in J2807 is that the 4.5 Combination Braking Performance Requirement tests are run without the use of trailer brakes. If I understand 4.5 in its entirety, maybe above a TWR (max. loaded trailer weight) of 7000 lbs for Ford’s 3.5 EB’s and 5.0L trucks, Ford couldn’t “pass” the stopping distance tests. I sure don’t know.

What I do know is:

1. I looked in the 2018 tow guide just for grins (year of my current ride). Back then, a 53A tow package did NOT include a TBC (only got a TBC with the 53C package or as a stand-alone). And in the max. loaded trailer weight tables there is NO mention in the footnotes about ‘limited to 7000 lbs max. loaded trailer weight w/o 53A trailer tow package’ for 3.5 EB’s/5.0L, and no mention of ‘limited to 6000 lbs max. loaded trailer weight w/o 53A trailer tow package’ for 3.3L/2.7 EB’s.

2. At present, and going back a number of years too, Ford’s yearly tow guides contain some version of the following language:

Now in the real world, if you actually planned to tow an 11000+ lbs. loaded trailer with any frequency on trips of any length, you’d have a SuperDuty F250/350 with a TBC along with a WDH and stout trailer brakes. If you actually planned to use an F150 for that 11000+ loaded trailer on a short trip under controlled terrain and travel conditions, you’d also have a TBC and use a WDH and a trailer with hell-for-stout brakes.

If for some reason you had an 11000+ lbs. trailer but didn’t have a TBC, you wouldn’t use your F150. But you can safely pull some lesser-weight trailer even if you don’t have a TBC.

Ford’s now telling us that if you don’t have a TBC, that lesser weight trailer you can safely pull maxes out at 7000 lbs for 3.5 EB/5.0L equipped trucks and 6000 lbs for 3.3L/2.7 EB equipped trucks. How they arrived at those exact values is beyond me. My suspicion is that it’s related to the braking performance testing part of SAE J2807 but who knows.

I have read through the provided data and sum it up in, the heavy tow package increase capability but mostly increases safety factors in unpredictable conditions. As for my purpose, GCVWR of 16,800 lb minus my max truck weight of 7050lb is 9,750 LB of tow rating. The Class IV hitch is rated above that so I am safe. I have the TBC and I add a 10% safety margin putting me at 8775. That would be roughly where I draw the line. Also, I am realistic about wind effects on large sail area trailers and would not tow that if I was close. The scariest thing I see is these people put a lift and wide 35's on a 1/2 ton pulling heavy box trailers at high speed.

 

[sts90]

Guys, Thank you so much for talking this subject over. I feel we have discovered so valuable data. I only hope the search engines provide l directions to this thread for those people. Once again thanks to all who contributed to this thread.

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