Never hurts to check with the mfr. Fords pretty good with specs and other info:
My guess, the F250 opt with the 11.6" ring rear posted earlier is a typo.
Also in danger of losing the plot here ... are we talking payload or GWVR. 50% or 75% of payload ?
Many years ago there was much internet talk that there was "no difference" between a SD 4x4 srw F250 and F350 - other than 2 vs 4" rear axle lift blocks.
Maybe Ford got sick of that because they reportedly introduced changes to the rear axle shaft diameters. Later (2017MY ?) they introduced an additional rear axle to the SD srw series - the Dana 275, this with a 10.8" ring gear.
So now (afaik) there are three possible RA versions (excl gear set and E locker variations). And differing RAGWRs
According to the specs, there's also usually/often base difference between rear leaf spring packs, though that might just be an extra leaf for the srw trucks.
I get the idea of being below max GVWR tho appreciate the fact that it is easier to go 150 to 350 for a light pop up than a heavy(ish) hardside. We're the former (pop up on F350) but still at or over gvwr, always have been with the camper on. Have driven coast to coast to coast and would drive across country tomorrow without worry. That includes many thousands of km off highway, and most of those not lollygagging along.
As tacollie posted, there is a severe duty maintenance schedule for, "at gvwr", though myself, I haven't found it to be onerous or unduly expensive.
Yeah, I've changed the shocks out and know I've replaced the brake pads more often but that's usually because I'll pad swap if I'm into the time and effort of a brake R&R. What are the failures I should have had (now at +200K kms?)
There's also the mortality consideration here. Will I die before the truck wears out ? Or I get sick of the truck and want something new ?
