Is the payload under rated

[MPMB]

Payload ratings are a bell curve graph laid over a risk analysis bell curve that then takes into account GVWR/positioning in the market and then sent off to the senior management team to have the executive decisions made on it.

You should have stuck around for page 5.

We'll skip the original meaning - the historical meaning of 1/2 ton, 3/4 ton, etc., which has evolved and basically lost all meaning and is irrelevant today.

Payload is simply the GVWR - Curb weight of vehicle. So if your door sticker says your JT weighs 5075, your payload would be 6250-5075=1175.

The appropriate question is how did "they" come up with the GVWR of 6250#? Well class, open your books to page 394.

Long ago the government divided vehicles into classes for EPA gas reasons, then oversight (FHA), etc. Originally it was specified that trucks had to be GVWR/payload-limited to use unleaded fuel, but then we got rid of leaded fuel altogether and it became a moot point. Basically, that gave us consumer trucks Class 1 - 3. Class 4 to Class 8 are commercial trucks (F450/4500 & up).

Today, mid-size trucks are Class 1 trucks and have a maximum GVWR of 6000#. "GVWR includes total vehicle weight plus fluids, passengers, and cargo." GVWR over 6000# gets bumped up to Class 2a, with the usual 1500/F150 trucks.

However, Jeep has engineered the Gladiator Rubicon and Mojave models with heavy duty axles that exceed the 6000# GVWR limit, pushing the GVWR to 6250#. Here are the official Jeep GVWR numbers for Gladiator models. This is because these models (Rub/Moj) are designed for off-road use, not on-road, fleet use, etc. However Jeep wants to justify it to exempt these models from classification.

Checking numbers online, though, I do believe Jeep has transposed the numbers on the website under the model specs, since they list both the Rubicon and Mojave trims as having payload and towing capacity of 1700# and 7700#. Sport S, however, is 1050# and 4500#, respectively. Pretty sure someone done goofed on that.

The big caveat with all of this is these numbers are for the government's bureaucracy, not structural integrity. That's why when you add the weight capacity of each axle you get a number greater than 6000#/6250#. Unfortunately, people tend to misunderstand things and misapply things, then those mistakes end up becoming case law.

The point is that overall, there is an arbitrary ceiling placed by the gov't, established originally for something that no longer exists, on the payload capacity.

So in short, how they determined payload is along the same lines as why you cut the ends off the ham when you roast it.

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[JonUpdegrove]

You should have stuck around for page 5.

Ah, I have added page 5!
you are just the man (I’m reaching, yes ) that would like to talk to!
I have fallen down into the suspension frequency rabbit hole and was just about to do on a spring testing journey of my own. Maybe you could spare me some knowledge on your spring testing applied my Jeep. I have arrived to “the 2” mopar lift kit springs I bought this with” is junk and not the right frequency for my application and use case. I’ve bought several sets of progressive and linear springs to start chasing the “it” setup. I would really love NOT to put all these springs on the tester, just to have my own made 2 years later when I’ve come to the conclusion that they are all the incorrect frequency