Code Red
Adventurist
I think we are on the same page Padre.
I agree that the calculation of the ratings doesn't look consistent. I am under no illusions that the 5,000lb tow rating on my CJ5 is a good idea. It does look cool though:
I take your point about speeds as well. There is obviously a lot more being asked of a truckto control weight at 75mph typical on US highways than on 50-60 mph typical in some of the markets these trucks are popular in. I think we also demand more comfort, more power, and just like bigger trucks for the same jobs. I know I do.
But I think there is also a bias towards more weight capacity in a lot of overseas markets. Particularly less developed ones. There is also a cultural aspect in that pickups don't have the recreational or daily driver connotation that they do in the US. Many places view a truck as purely a hauler. And they don't usually offer 25 different configurations like we can get from the big three. So the default package is max payload, and performance suspension packages like power wagons and ZR2's are not as common. Australia being a notable exception. They are just obsessed with off roading. . . and beer . . . and meat pies . . . real pies made with meat and cheese! . . . hmmmmmm.
There's also a hole in the market. Full size US pickups aren't nearly as common in other countries. They are available, but most trucks are work vehicles and the next step up from something the size of a hilux is usually to a cab-over that would be a class 4 or 5 in the US. There isn't much in the middle. Thus the little trucks get asked, and expected, to cover a broader weight range.
Throughout Africa and the Middle East, the practical load capacity is the point at which the tires pop. Whatever fits, goes. They routinely haul loads in these little trucks that would make the designers cry. And they do it on tires that have more hope than tread. Yesterday on the expressway in Cairo I saw a Hilux tooling along at about 50 mph with concrete blocks and rebar stacked 4 feet higher than the cab, three guys inside, four guys relaxing on top of the blocks, and a dog. (not a rope in sight, everything was held on with PFM) It looked pretty outrageous to me, but we saw a dozen trucks even more overloaded than that before we had gone five miles. The only thing unusual about it was that they gave the dog a ride. I'm sure an F150 or even a Power Wagon could have done the same work, but the lawyers would never let Detroit rate it or warranty it for that. Suspension doesn't matter any more when you're on the bumpstops anyway.
Please don't take me seriously. I'm just whining because I want the most capacity in the smallest package. It's the same reason I have never owned a half-ton truck. I never understood why I anyone would buy one when the same manufacturer usually makes a 3/4 or 1-ton in the same footprint. Back in the good old days they even had the same body panels.
I agree that the calculation of the ratings doesn't look consistent. I am under no illusions that the 5,000lb tow rating on my CJ5 is a good idea. It does look cool though:
I take your point about speeds as well. There is obviously a lot more being asked of a truckto control weight at 75mph typical on US highways than on 50-60 mph typical in some of the markets these trucks are popular in. I think we also demand more comfort, more power, and just like bigger trucks for the same jobs. I know I do.
But I think there is also a bias towards more weight capacity in a lot of overseas markets. Particularly less developed ones. There is also a cultural aspect in that pickups don't have the recreational or daily driver connotation that they do in the US. Many places view a truck as purely a hauler. And they don't usually offer 25 different configurations like we can get from the big three. So the default package is max payload, and performance suspension packages like power wagons and ZR2's are not as common. Australia being a notable exception. They are just obsessed with off roading. . . and beer . . . and meat pies . . . real pies made with meat and cheese! . . . hmmmmmm.
There's also a hole in the market. Full size US pickups aren't nearly as common in other countries. They are available, but most trucks are work vehicles and the next step up from something the size of a hilux is usually to a cab-over that would be a class 4 or 5 in the US. There isn't much in the middle. Thus the little trucks get asked, and expected, to cover a broader weight range.
Throughout Africa and the Middle East, the practical load capacity is the point at which the tires pop. Whatever fits, goes. They routinely haul loads in these little trucks that would make the designers cry. And they do it on tires that have more hope than tread. Yesterday on the expressway in Cairo I saw a Hilux tooling along at about 50 mph with concrete blocks and rebar stacked 4 feet higher than the cab, three guys inside, four guys relaxing on top of the blocks, and a dog. (not a rope in sight, everything was held on with PFM) It looked pretty outrageous to me, but we saw a dozen trucks even more overloaded than that before we had gone five miles. The only thing unusual about it was that they gave the dog a ride. I'm sure an F150 or even a Power Wagon could have done the same work, but the lawyers would never let Detroit rate it or warranty it for that. Suspension doesn't matter any more when you're on the bumpstops anyway.
Please don't take me seriously. I'm just whining because I want the most capacity in the smallest package. It's the same reason I have never owned a half-ton truck. I never understood why I anyone would buy one when the same manufacturer usually makes a 3/4 or 1-ton in the same footprint. Back in the good old days they even had the same body panels.
