Industry Fudging on Payload Capasities
#1
08-04-2014, 08:07 PM
Industry Fudging on Payload Capasities
GM Joins Ford in Gaming Pickup-Truck Payload Ratings
GM Joins Ford in Gaming Pickup-Truck Payload Ratings
August 4, 2014 at 2:08 pm by Clifford Atiyeh | Photography by Michael Simari
Just as pickup-truck makers agreed to use SAE-certified trailer tests to advertise maximum tow ratings, we find out that at least two of them have been fudging payload capacities—even going so far as removing or swapping out critical parts before they reach the scales.
According to Automotive News, both Ford and General Motors advertise higher payload capacities by removing factory parts from their models—such as bumpers and spare tires—and then calculating the payload capacity from the modified truck’s curb weight. Ford has been doing it with its heavy-duty Super Duty pickups since the 2011 model year; GM started with the 2014 model year due to, it says, competitive pressures. So, yes, GM would indeed jump off the Brooklyn Bridge if its friends did, too.
A GM spokesman told AN that the 2015 Chevrolet Silverado 1500 and GMC Sierra 1500 have payload capacities calculated with the weight of the rear bumper and spare tire subtracted. On its 2500 and 3500 HD trucks, GM swaps the steel wheels for lighter, optional aluminum alloys for testing purposes. On the latest F-450, Ford removes not only the spare tire and vehicle jack but also tosses the entire radio and center console.
The maximum payload figure is the difference between the gross vehicle weight rating (the maximum allowed weight on the axles that includes curb weight plus all passengers and cargo) and the unladen curb weight. By lightening the curb weight, Ford and GM add pounds to the payload rating, which could put owners at risk of overloading their trucks in the real world. Toyota, Nissan, and Chrysler’s Ram division say they use base curb weights with all the stock parts bolted on.
Ford’s response to AN was that its weighing procedure gives fleet and commercial customers “flexibility and information,” while GM says it follows the practice because its “business customers” customize trucks. Considering that every truck is required to have its exact GVWR printed on the door label no matter the advertised payload rating, this is essentially a case of manufacturers lying to consumers.
This sort of fudging is exactly why we weigh every vehicle from which we gather instrumented test data: We can verify or debunk manufacturers’ weight claims and provide readers a true weight for a vehicle with options and fluids. As for this payload business, we understand that competition among pickup makers has never been fiercer in terms of output and capacity figures, but we never imagined it would come to this.
GM Joins Ford in Gaming Pickup-Truck Payload Ratings
August 4, 2014 at 2:08 pm by Clifford Atiyeh | Photography by Michael Simari
Just as pickup-truck makers agreed to use SAE-certified trailer tests to advertise maximum tow ratings, we find out that at least two of them have been fudging payload capacities—even going so far as removing or swapping out critical parts before they reach the scales.
According to Automotive News, both Ford and General Motors advertise higher payload capacities by removing factory parts from their models—such as bumpers and spare tires—and then calculating the payload capacity from the modified truck’s curb weight. Ford has been doing it with its heavy-duty Super Duty pickups since the 2011 model year; GM started with the 2014 model year due to, it says, competitive pressures. So, yes, GM would indeed jump off the Brooklyn Bridge if its friends did, too.
A GM spokesman told AN that the 2015 Chevrolet Silverado 1500 and GMC Sierra 1500 have payload capacities calculated with the weight of the rear bumper and spare tire subtracted. On its 2500 and 3500 HD trucks, GM swaps the steel wheels for lighter, optional aluminum alloys for testing purposes. On the latest F-450, Ford removes not only the spare tire and vehicle jack but also tosses the entire radio and center console.
The maximum payload figure is the difference between the gross vehicle weight rating (the maximum allowed weight on the axles that includes curb weight plus all passengers and cargo) and the unladen curb weight. By lightening the curb weight, Ford and GM add pounds to the payload rating, which could put owners at risk of overloading their trucks in the real world. Toyota, Nissan, and Chrysler’s Ram division say they use base curb weights with all the stock parts bolted on.
Ford’s response to AN was that its weighing procedure gives fleet and commercial customers “flexibility and information,” while GM says it follows the practice because its “business customers” customize trucks. Considering that every truck is required to have its exact GVWR printed on the door label no matter the advertised payload rating, this is essentially a case of manufacturers lying to consumers.
This sort of fudging is exactly why we weigh every vehicle from which we gather instrumented test data: We can verify or debunk manufacturers’ weight claims and provide readers a true weight for a vehicle with options and fluids. As for this payload business, we understand that competition among pickup makers has never been fiercer in terms of output and capacity figures, but we never imagined it would come to this.
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