Real Difference between 250 and 350 ratings?

[BradKW]

I've been looking specifically at Transits in this regard, but question applied to any 3/4 vs 1 ton. For example, I see 250's with same engine and transmission as some 350's.

So I've always assumed the only real difference is in the suspension. I therefore wonder if its feasible to turn a 250 into a 350 by beefing up the suspension...maybe adding leaf springs or something?  Does adding air bags on the axel increase the weight you can load?

No doubt this is something I should already have understood at this point in life, so TIA for basics refresher  

 

[29chico]

I've been looking specifically at Transits in this regard, but question applied to any 3/4 vs 1 ton. For example, I see 250's with same engine and transmission as some 350's.

So I've always assumed the only real difference is in the suspension. I therefore wonder if its feasible to turn a 250 into a 350 by beefing up the suspension...maybe adding leaf springs or something?  Does adding air bags on the axel increase the weight you can load?

No doubt this is something I should already have understood at this point in life, so TIA for basics refresher  

Yes, you can put heavier duty underpinnings on a vehicle.  The problem is that you may not be able to take advantage of doing so, and legally carry or tow more than the vehicle was originally certified for by the factory.  A licensed conversion company can re-title a vehicle for a heavier capacity after jumping thru all the required hoops, and and this could include engineering certification.  Can be very spendy.  as

The insurance company's have really latched onto the concept of not paying any claim if a vehicle is operated with even an ounce over the rated capacity of that vehicle. So, if you are ok with the concept of paying for insurance coverage that may well not pay out in the event of an accident, feel free "upgrade" a rig to an uncertified higher capacity and operate it as such.


Frequently a one ton vehicle will have greater cooling capacity for the engine and transmission also that a similar three quarter ton unit.  So it is not just about upgrading the suspension and brakes.

 

[LeeRevell]

Regarding the Ford E150, E250 and E350, the E150 and E250 share the same frame, but the E250 has stouter springs, and maybe larger heavier duty components.  The E350 has a different frame, a full 8 inches tall in the rails, and totally different suspension and axels.  The E350 also has the HD 8-lug wheels.  If you have a choice, the One Ton E350 is the way to go.

I would expect the Chevy/GM and Dodge offerings to be similar.

 

[Canine]

I can't speak of the Transits first hand, but have had some various heavier light trucks.

350's ride higher. They are more expensive to fix because the parts are bigger and less common. The brakes are probably better, which is a huge factor in my book. With the weird labeling manufacturers do, make sure a 3/4 ton is actually a 3/4 ton and not a 1/2 ton.

Adding air bags won't increase the axle's capacity, but they will help the van ride better. If you are hauling a lot of weight, some type of suspension upgrade will be greatly appreciated. Air bags are nice to help level the van when parked.

A true 250 (with a full-floating axle) is a lot of rig. Only if I were loading up my van heavy while towing a heavy trailer, would I feel the need to go with the 350, a one ton.

They ride rougher. 3/4 tons are bad enough. This may not be that true of newer vehicles.

One tons are great, though. You will pay a bit more, but at least you will have no doubt of the capability of your vehicle. I prefer a true 3/4 ton, but wouldn't turn down a one ton.

If I ran across one, I would consider a 3/4 ton with a tow package. This would probably come with the bigger transmission and tranny cooler along with bigger brakes and maybe things like extendable mirrors or other helpful things. It probably would come with a large engine, though.

When I worked at FedEx Ground, the contractor custom ordered a truck. He got a one ton with the better brakes, the stronger transmission, and stronger running gear, but opted for the 3/4 ton suspension for a better ride and the smaller 5.4 V-8 for the fuel mileage. He didn't need the weight carrying ability or the extra power of the large engine that comes with a one ton, but he needed the other stuff due to the terrible roads and harsh stop and go driving. It was a great delivery truck. Outside of this, I wouldn't turn a 3/4 ton into a one ton mostly because it can't truly be done. A beefed up 3/4 ton would be more than enough for most. A watered down 1 ton would be pretty sweet, too.

 

[WheelEstate USA]

If you're a boondocker, you'll appreciate the extra ground clearance of the 350/1 ton, as well as the taller tires.

 

[Spaceman Spiff]

I've been looking specifically at Transits in this regard, but question applied to any 3/4 vs 1 ton. For example, I see 250's with same engine and transmission as some 350's.

So I've always assumed the only real difference is in the suspension. I therefore wonder if its feasible to turn a 250 into a 350 by beefing up the suspension...maybe adding leaf springs or something?  Does adding air bags on the axel increase the weight you can load?

I'm more familiar with Dodge, so i'll answer for the Ram trucks.  The difference between 3/4T and 1T is bigger rear spring pack, availability of duel rear wheels (with added carrying capacity) and gearing.  So it is relatively easy to turn a 3/4T into a 1T.  BUT with all the various packages (engine, towing, plowing, etc.) it is possible to have a 3/4T with a higher load capacity than a 1T.

Air bags help stabilize and level the truck.  They do NOT increase the load that can be safely carried.

The insurance company's have really latched onto the concept of not paying any claim if a vehicle is operated with even an ounce over the rated capacity of that vehicle. So, if you are ok with the concept of paying for insurance coverage that may well not pay out in the event of an accident, feel free "upgrade" a rig to an uncertified higher capacity and operate it as such.

This is only partially true.  When I got a camper for my truck I looked into it.  Liability covers you (the policy holder) for damages you cause to others while driving up to the limits of the policy.  Negligence or criminality doesn't enter into the equation.  Medical varies by state (Minnesota is no-fault, so my insurance covers me, irrespective of cause).  Didn't look into overweight condition as I made sure I am under GVWR (for my own peace of mind).

-- Spiff

 

[WheelEstate USA]

Spiff...the frame on a 350 Dodge is heavier than the 250/150 so you can't make a 250 into a 1 ton.
U joints are different, as are several other things.

By the time you dink around trying to make something into a 1 ton you could buy 2 or 3.

 

[GotSmart]

Just a few of the details that MANY, not all truck builders put in the 3500 ot 1 ton.

Radiator upsized with tranny cooler. Brakes, suspension, springs, leafs,   shocks, tires, wiring, alternator, some even have a different frame on the 1 ton.

Look up the specifications of what you want to buy. 

It is kind of like taking a Shetland Pony and trying to build a Clydesdale.

 

[Spaceman Spiff]

Spiff...the frame on a 350 Dodge is heavier than the 250/150 so you can't make a 250 into a 1 ton.
U joints are different, as are several other things.

By the time you dink around trying to make something into a 1 ton you could buy 2 or 3.

Sorry, I'm having a bad day.  Went back and re-read the OP.  He is wrote about vans, I read trucks (as in pick-ups).  Need new glasses (or maybe a brain transplant).

-- Spiff