The Toyota Tacoma and Ford Ranger are quarter-ton, light-duty trucks according to the literature. These platforms can accommodate a range of lifestyles and uses because they are offered in single- and crew-cab configurations and with a choice of short or long boxes.
Contrary to what the nameplates’ histories may suggest, these midsize trucks are now just as big as the full-size, half-ton haulers of the past. The 2017 Ranger and Tacoma have hit the gym and bulked past their predecessors’ tow ratings to reach roughly 6,000 lbs each. Gone are the days when one of these trucks could barely drag the other out of a ditch.
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How much does a Toyota Tacoma weigh in tons?
The curb weight of the 2021 Toyota Tacoma ranges from 3,915 pounds to 4,550 pounds, depending on the trim, cab size, engine, and drivetrain.
Do Toyota trucks weigh one ton?
The Ford F-150, Ram 1500, Chevrolet Silverado 1500, and GMC Sierra 1500 are the top-selling half-ton pickups, commonly referred to as light-duty pickups. As half-ton pickup trucks, the Nissan Titan and Toyota Tundra are also acceptable. These are the most typical pickup trucks, with millions being sold each year.
The Ram 2500, Chevrolet Silverado 2500, GMC Sierra 2500, and the Ford Super Duty F-250 all fall under the three-quarter ton category. These are sometimes referred to as pickup trucks from the 2500 series. Toyota does not sell a heavy-duty pickup truck, but the Nissan Titan stands out because it offers a model called the Titan XD that is more capable than a light-duty half-ton vehicle but not as powerful as a heavy-duty three-quarter-ton pickup truck. These trucks typically feature an automated transmission and a diesel engine, though they can also be equipped with large gasoline engines.
One-ton pickup trucks like the Ford Super Duty F-350, Ram 3500, Chevrolet Silverado 3500, and GMC Sierra 3500 are at the top of the range. One-ton trucks are not offered by Toyota or Nissan. These are the largest pickups that are frequently offered by consumer dealers. Any larger, and you start to look at pickup trucks offered through specialized dealerships and intended for commercial buyers.
The perplexing issue is that these trucks’ true payloads are greatly underestimated by their classifications. The half-ton class, for instance, can carry around three-quarters of a ton of payload. One-ton trucks have been known to safely haul more than double that, while three-quarter-ton trucks may carry more than a ton and a half. The only way to determine how much weight a particular truck can carry is to refer to its stated payload rating and/or gross vehicle weight rating.
Heavier frames and stronger springs, brakes, engines, or a combination of these allow for higher classes and payloads. Additionally, this beefier build greatly aids in pulling a trailer thanks to tow ratings that considerably surpass those of less capable light-duty trucks. The drawback is that as their capabilities expand, they perform more like trucks and have worse fuel economy. Given that they are physically bigger than half-ton trucks, they are harder to drive (and park).
What characteristics identify a 1-ton truck?
We’ve observed that many individuals engaged with trucks don’t get it, judging by inquiries in various online forums and conversations with a number of ignorant sales representatives at dealerships. They either don’t understand that some phrases are no longer literal references to payload capacity or they haven’t heard of them. Half-, three-quarter-, and one-ton classifications assist distinguish consumer pickups according to a manufacturer’s gross vehicle weight rating, or GVWR, in today’s truck enthusiast lingo. Rather than attempting to expose a specific skill, they assist in identifying the “class of truck we drive.
But how did these terms come to have a distinct meaning in the truck jargon of today, and where did they come from? Even though we don’t have all the answers, after some investigation we’ve come up with a theory, albeit one that has a few gaps that our readers might be able to fill.
GVWR stands for the manufacturer’s maximum permitted weight for a fully loaded vehicle. This covers the car’s weight as well as its passenger and freight capacities. The manufacturer determines the GVWR using a variety of load-carrying factors, such as axle capacity, wheel and tire combinations, frame strength, and suspension parts, among others. The GVWR of a truck is typically stated in the owner’s manual and on a sticker in the doorjamb. Keep in mind that GVWR varies widely within a vehicle’s lineup. A 4×2 regular cab/standard bed with a V-6 engine has a different GVWR than a 4×4 crew cab/long bed with a V-8 engine.
Since the phrase “payload” is being used in this conversation, let’s define it. The payload capacity of a vehicle is determined by deducting the vehicle’s weight from the GVWR. Let’s say your truck has a GVWR of 6,800 pounds and a curb weight of 5,375 pounds with a full tank of petrol and no cargo or passengers. That specific vehicle can safely hold a payload of 1,425 pounds at its utmost capacity. One of the most common misconceptions among new truck owners is that the term “payload” solely applies to the goods in the bed. In reality, the vehicle’s computed payload also includes all occupants, objects kept in the cab, and the tongue weight of the trailer while towing.
An Overview of Payload Payload has long been used as a gauge of load-carrying capacity. Engineers evaluated the payload capacity of ships, railcars, and likely stagecoaches long before the first automobile, typically in metric tonnes (1,000 kilograms) or our modern standard of a short ton equaling 2,000 pounds. This was done to suit commercial transport demands.
In actuality, payload ratings for trucks were established before their creation. The idea for a “4-ton truck” was patented in 1828 by a French engineer, according the book “Trucks: An Illustrated History 1896-1920. The majority of trucks were described with a payload rating when they first appeared around the turn of the century, and with good reason. For moving products, they were in direct competition with horse-drawn carts. It was clearly advantageous to advertise that these new cars could haul one or two tons of cargo with engines that produced 20 or 30 horsepower.
Captain Alexander E. Williams suggested in the Infantry Journal of 1911 that the military place more of a focus on motorized vehicles. The same year, the captain began testing one- and three-ton trucks and was tasked with developing the requirements for a typical military truck. The Society of Automotive Engineers and the Quartermaster Corps developed comprehensive requirements for a standardized Army truck as early as 1913, but they were temporarily put on hold since the Calvary laughed at the idea of using a car in battle.
There are smaller models. When battling Pancho Villa, the Army did employ trucks to transport supplies, and in World War I, it deployed one-ton and larger trucks. In 1917, Ford produced the one-ton Model TT chassis after initially discouraging customers from turning their Model T into a truck. For the war effort, other automakers increased the production of vehicles, primarily 1-ton and bigger trucks.
After the conflict ceased, automakers realized the usefulness of a wider selection of trucks for industrial and agricultural uses and provided a variety of payload options, including half-ton and three-quarter-ton variants. The automakers gradually set apart various payload classifications with different vehicle names. For instance, Dodge offered the three-quarter-ton Series RD and the half-ton Series RC truck in 1938.
In addition to the one-ton and larger trucks used for artillery, munitions, and personnel transport in World War II, the military increased its efforts to standardize trucks and established a wider range of payload classes, including quarter-ton (example: Jeep), half-ton (command cars), and three-quarter-ton (ambulances).
After World War II, this categorisation mindset persisted. Ford named its half-ton model the F-1 in 1948, then the F-2 (three-quarter-ton), and finally the F-3 (one-ton). By the late 1950s, Ford, of course, enlarged those emblems to the F-100/150, F-250, and F-350. Up until the iconic D/W100, 200, and 300 models debuted in the late 1950s, Dodge employed a number of designations. With its Series 1100 to 3800 portfolio in the 1950s, Chevy also used a unique approach to model names, but in the 1960s, the automaker introduced the more well-known C/K 10, 20, and 30 names.
Automakers did, however, increase the payload capacity of their vehicles with the recognizable badging that was first used with the conventional half-, three-quarter-, and one-ton designations as the consumer truck industry expanded. The automakers likely responded by raising the payload capacities for those vehicles, starting a competitive marketing game of one-upmanship. Similar to what we see now, something like: “My half-ton can outhaul your half-ton.”
Therefore, even though the automakers now had separate model designations that were no longer directly tied to particular payload capacities, who maintained the half-, three-quarter-, and one-ton slang alive? We predict that veterans made up the majority of 1960s and 1970s purchasers of consumer pickups. Even though the payload capabilities were substantially higher, they still referred to half- or three-quarter-ton trucks when their sons took over the family business or went truck shopping for a ranch. Most likely, it was a case of military jargon turning into a common colloquialism. These words are still used by truck enthusiasts today, much like how they refer to any form of limited-slip differential as a “posi” even if it is not a Positraction unit.
Current Terminology The names for half-, three-quarter-, and one-ton trucks are a little different in today’s consumer market. While Ram, Chevy, and GMC use the terms 1500, 2500, and 3500, respectively, Ford continues to use F-150, F-250, and F-350. The payload ratings of several contemporary half-ton trucks exceed 2,000 pounds. More than 5,500 pounds can be carried by a decent one-ton pickup. The standard labels simply don’t take payload into consideration. They are now utilized to specify a broad GVWR range.
The standard GVWR for a half-ton or 150/1500 type is 8,500 pounds. Between 8,500 and 9,990 pounds is the weight range of a three-quarter-ton or 250/2500 type. A one-ton or 350/3500 vehicle will probably weigh at least 9,900 pounds. Once more, they are not formal guidelines established by an engineering or regulatory authority. They merely represent the truck market as it is today. The figures could alter in ten years, which would likely confuse even more people looking to buy new trucks.
Of course, the government adds to the conundrum. Commercial truck drivers and ardent truck fans are aware of the federal truck classes based on GVWR. As follows:
- Class 1 0-6,000
- Class 2 6,001-10,000
- Class 3 10,001-14,000
- Class 4 14,001-16,000
- Class 5 16,001-19,500
- Class 6 19,501-26,000
- Class 7 26,001-33,000
- Class 8: 33,000 or more
It can be difficult to categorize these class classifications when deciding between “low duty” and “hard duty.” Heavy duty is a three-quarter or one-ton truck, which is Class 2 or 3, whereas light duty is a half-ton truck, which can be Class 1 or 2. Light duty is Class 1-3 in the realm of commercial trucks, medium duty is Class 4-6, and heavy duty is Class 7-8. Everything relies on how the dialogue is being conducted.
What makes a 3500 a “1 ton”?
The biggest and most potent truck on the market is often a 1-ton vehicle. Old 1-ton vehicles could carry up to 2,000 pounds in its bed, hence the name “1-ton truck.” Modern 1-top trucks with a diesel powerplant can pull 36,000 pounds and haul 6,000 pounds with ease.
Who Should Buy a 1-Ton Truck?
For a tradesperson who will use their vehicle for heavy hauling and towing, a 1-ton truck is the best option. A 1-ton truck’s powerful engine makes it the perfect choice for people who will be hauling and towing up steep terrain. Finally, individuals looking to haul large RVs and boats should choose a 1-ton truck.
What half-ton trucks are there?
Which 1/2 ton vehicle is ideal for towing? Here are our top picks, in order:
1. Ford F-150
The Ford F-150, one of Edmunds’ top picks for work truck models, receives excellent grades for its adaptability and array of options. This particular model is dubbed “the perfect illustration of the robust yet modern full-size pickup truck” by the experts at Edmunds.
For the entry-level work truck model, the F-150 has a six-speed automatic transmission, while trims with more potent engine options have a quick-shifting 10-speed automatic transmission. A 4G LTE Wi-Fi hotspot is included on all trims. Some safety attributes are:
- Help Before a Collision
- Braking automatically
- Stop-and-Go adaptive cruise control
- A lane-keeping aid
2. Laramie & Tradesman 1500 Ram
The RAM 1500 came in first place in Car and Driver’s list of the best 10 cars and trucks for 2020 for a variety of factors. The RAM 1500 is a pro in the snow if you live in a cold climate. It is one of the most adaptable Class 2 cars on our list because to its sumptuous cabin, which combines a premium design with optimum utility.
There are 42 or 44 drive options for both the Tradesman and Laramie trims, with the Tradesman being the less expensive variant. In conclusion, Car and Driver captures it perfectly: Not only is the Ram 1500 the best truck available, but it’s also one of the best cars. Some safety attributes are:
- Warning for lane departure
- Directed Parking
- High-Performance Steel Frame
- Modern airbag engineering
Chevy Silverado 1500 3.
There are eight different trims available for the Chevrolet Silverado 1500, each having a unique grille and wheel style. The Silverado is a conventional, hardy work truck that can handle towing and off-roading, regardless of the model you choose.
The 2020 Silverado was praised by Edmunds for having “better fuel economy, a roomier cabin, and new aesthetics to help it stand out from the crowd. Some safety attributes are:
- Rear-vision camera standard
- Frontal Collision Warning
- Alert for lane departure
- Autonomous Cruise Control
- Rear Parking Aid
GMC Sierra 1500 4.
The GMC Sierra 1500 work truck is ranked as Edmunds’ third-best heavy truck model because it offers a variety of powertrain options to meet different towing and hauling requirements.
There are numerous similarities because the Sierra is based on the Chevy Silverado 1500. The Sierra’s increased price is brought on by extra features including a MultiPro rear tailgate, a carbon-fiber composite bed, and a more luxurious cabin. Some safety attributes are:
Automatic Low-Speed Forward Braking
Toyota Tundra 5.
Every Tundra comes with a 5.7L V8 engine, Apple CarPlay, and Android Auto as standard features. It has a 26-gallon fuel tank that makes it ideal for both short trips and lengthy ones, and each of the six models they offer has a towing capacity of about 10,000 lbs. Some safety attributes are:
- Toyota Safety SenseTM includes Lane Departure Alert (LDA), Automatic High Beams (AHB), Pre-Collision System with Pedestrian Detection (PCS w/PD), and Dynamic Radar Cruise Control (DRCC)
- Frontal Advanced Airbag System for the Driver and Passenger
- Monitor System for Tire Pressure
- Engine Lockup Device
- Control for Hill Start Assist (HAC)
Nissan Titan 6.
According to Car and Driver, the Titan has a “calm interior, extraordinarily comfy seats, and a customizable load box. Each model comes standard with rear-wheel drive and a V8 engine that generates 400 horsepower, but you can also choose to add all-wheel drive.
Every Titan model provides in-bed cargo bins, a spring-assisted tailgate, and a minimum 9,250-pound towing capacity. Some safety attributes are:
- System of anti-lock brakes
- Brake Force Distribution Electronic
- System for Traction Control
- Vehicle Dynamic Control
- sophisticated air bag system
- Emergency braking robots