Ford's revised 2019 Super Duty pickup tables publish F-250 SRW maximum loaded trailer weights from 12,300 to 18,000 lb for conventional towing and 12,200 to 18,500 lb for fifth-wheel or gooseneck towing across the populated 6.2L gas and 6.7L diesel rows. Those endpoints do not describe every F-250. The 18,000-lb conventional cell belongs to a long-box Crew Cab 4x2 diesel with 25,700-lb GCWR and the Trailer Tow Package. The 18,500-lb bed-mounted cell belongs to a Regular Cab 4x2 diesel gooseneck configuration; Ford caps fifth-wheel use there at 18,000 lb. Select the exact engine, axle, GCWR, cab, drive, wheelbase, box, factory package and hitch method, then confirm the truck's labels and loaded weights.
Direct answer: the reviewed 2019 range is 12,200–18,500 lb
The conventional table spans 12,300–18,000 lb across all populated cells. Its diesel cells span 15,000–18,000 lb; the 6.2L gas rows span 12,300–15,000 lb. Ford prints one maximum-loaded-trailer-weight figure per conventional cell in this revision, rather than separate weight-carrying and weight-distributing columns.
The fifth-wheel/gooseneck table spans 12,200–18,500 lb. The upper endpoint is explicitly a gooseneck result. A fifth-wheel attached to that configuration remains subject to Ford's 18,000-lb fifth-wheel hitch rating, along with every lower vehicle, axle, tire, hitch and loading limit.
| Reviewed 2019 category | Published span | Important top-cell boundary |
|---|---|---|
| Conventional — all populated cells | 12,300–18,000 lb | 18,000 requires the named diesel Crew Cab 4x2 long-box row |
| Conventional — diesel cells | 15,000–18,000 lb | 3.31 or 3.55 axle; exact GCWR still controls |
| Fifth-wheel/gooseneck — all populated cells | 12,200–18,500 lb | 18,500 is Regular Cab 4x2 gooseneck only |
| Fifth-wheel use at the top gooseneck cell | 18,000-lb hitch cap | Do not describe 18,500 lb as fifth-wheel capacity |
Ten cab, drive, wheelbase and box columns select the value
Ford divides the 2019 F-250 SRW pickup into ten body columns. Regular Cab uses a 142-inch wheelbase and eight-foot box. SuperCab has 148-inch short-box and 164-inch long-box branches, while Crew Cab has 160-inch short-box and 176-inch long-box branches. Each cab group is separated again into 4x2 and 4x4.
Choose the full column before reading across an engine and GCWR row. Identical engines or axle ratios do not make two body columns interchangeable, and a number from an adjacent position cannot fill an unknown configuration.
| Cab | 4x2 configuration branches | 4x4 configuration branches |
|---|---|---|
| Regular Cab | 142-in wheelbase / 8-ft box | 142-in wheelbase / 8-ft box |
| SuperCab | 148-in / 6.75-ft; 164-in / 8-ft | 148-in / 6.75-ft; 164-in / 8-ft |
| Crew Cab | 160-in / 6.75-ft; 176-in / 8-ft | 160-in / 6.75-ft; 176-in / 8-ft |
The 25,700-lb diesel conventional row preserves every column
Ford publishes the same populated 25,700-lb GCWR conventional pattern for the listed 3.31 and 3.55 diesel axle branches. The row requires the Trailer Tow Package. Most positions remain at 15,000 lb; only the long-box Crew Cab 4x2 and 4x4 positions rise to 18,000 and 17,500 lb.
These are maximum loaded trailer weights for the stated source row, not permissions to load the truck without regard to GVWR or rear GAWR. Confirm the original factory configuration and the installed receiver before using a package-dependent value.
| 25,700-lb GCWR configuration | Maximum conventional trailer weight |
|---|---|
| Regular Cab 4x2 / 142-in / 8-ft | 15,000 lb |
| Regular Cab 4x4 / 142-in / 8-ft | 15,000 lb |
| SuperCab 4x2 / 148-in / 6.75-ft | 15,000 lb |
| SuperCab 4x2 / 164-in / 8-ft | 15,000 lb |
| SuperCab 4x4 / 148-in / 6.75-ft | 15,000 lb |
| SuperCab 4x4 / 164-in / 8-ft | 15,000 lb |
| Crew Cab 4x2 / 160-in / 6.75-ft | 15,000 lb |
| Crew Cab 4x2 / 176-in / 8-ft | 18,000 lb |
| Crew Cab 4x4 / 160-in / 6.75-ft | 15,000 lb |
| Crew Cab 4x4 / 176-in / 8-ft | 17,500 lb |
Bed-mounted diesel ratings change by the complete body column
The 23,500-lb GCWR diesel row starts at 13,000 lb for the long-box Crew Cab 4x4 and reaches 16,500 lb for the Regular Cab 4x2. Ford's 25,700-lb GCWR row does not simply add a fixed amount: the Regular Cab 4x2 reaches 18,500 lb while the long-box Crew Cab 4x4 remains 12,300 lb.
The two published diesel axle ratios, 3.31 and 3.55, retain the same displayed row values in this table. Axle identity is still a selector that must be verified rather than assumed from the model badge.
| Diesel bed-mounted row | Selected 2019 configuration | Maximum loaded trailer weight |
|---|---|---|
| 23,500 GCWR | Regular Cab 4x2 / 4x4 | 16,500 / 16,000 lb |
| 23,500 GCWR | SuperCab 4x2 short / long | 16,200 / 16,100 lb |
| 23,500 GCWR | SuperCab 4x4 short / long | 15,500 / 14,700 lb |
| 23,500 GCWR | Crew Cab 4x2 short / long | 16,100 / 15,800 lb |
| 23,500 GCWR | Crew Cab 4x4 short / long | 14,800 / 13,000 lb |
| 25,700 GCWR + tow package | Regular Cab 4x2 | 18,500 lb gooseneck; 18,000 lb fifth-wheel |
| 25,700 GCWR + tow package | SuperCab 4x2 short / long | 17,400 / 16,600 lb |
| 25,700 GCWR + tow package | Crew Cab 4x2 short / long | 16,600 / 15,100 lb |
The 6.2L gas matrix has distinct 3.73 and 4.30 branches
The 6.2L V8 uses a 19,500-lb GCWR row with the 3.73 axle and a 22,000-lb GCWR row with the 4.30 axle. Conventional values range from 12,300 to 15,000 lb; the bed-mounted values range from 12,200 to 15,800 lb.
The paired table below follows Ford's ten-column body order. It demonstrates why the higher 4.30 axle row cannot be reduced to one universal gas rating and why cab, drive, box and wheelbase remain part of the answer.
| Fifth-wheel/gooseneck body order | 6.2L / 3.73 / 19,500 GCWR | 6.2L / 4.30 / 22,000 GCWR |
|---|---|---|
| Regular 4x2 / Regular 4x4 | 13,300 / 12,800 lb | 15,800 / 15,300 lb |
| SuperCab 4x2 short / long | 13,000 / 12,900 lb | 15,500 / 15,400 lb |
| SuperCab 4x4 short / long | 12,600 / 12,500 lb | 15,100 / 15,000 lb |
| Crew 4x2 short / long | 12,900 / 12,700 lb | 15,400 / 15,200 lb |
| Crew 4x4 short / long | 12,500 / 12,200 lb | 15,000 / 14,700 lb |
Conventional and bed-mounted hitch methods are separate
A conventional trailer loads a rear receiver through tongue weight; a fifth-wheel or gooseneck transfers load into the bed. Ford therefore publishes separate matrices. A value from one hitch method cannot be used to answer the other, even when the engine and body configuration match.
The 2019 conventional table provides a single maximum value per cell. It does not document separate weight-carrying and weight-distributing receiver columns, so this guide does not invent them. The installed receiver label and hitch instructions remain independent constraints.
Trailer Tow Package conditions stay attached to the row
Ford marks the 25,700-lb GCWR rows with a Trailer Tow Package requirement. The package condition belongs to the source row and cannot be inferred from an aftermarket hitch, a seller description or the presence of a trailer connector.
Use an original build record or equivalent exact-vehicle evidence to confirm the factory configuration. Inspect the cooling, electrical and hitch equipment and resolve modifications before relying on a package-dependent maximum.
Tongue and king-pin load reduce usable truck capacity
Ford's note reserves 10% of loaded trailer weight for conventional tongue load and 15% for fifth-wheel king-pin load. Those transferred loads sit on the truck along with passengers, cargo, accessories and hitch hardware.
A trailer can be below the matrix number while the truck exceeds GVWR, rear GAWR, tire capacity or payload. Weigh the loaded truck and trailer by axle and use the lowest applicable rating rather than treating trailer weight as the only limit.
GCWR does not equal trailer capacity
GCWR is the maximum loaded combination rating for truck and trailer together. It is a selector in Ford's matrix, not a trailer allowance that can be used by itself or subtracted from an unrelated catalogue curb weight.
After finding the exact Ford row, verify the actual loaded truck weight, trailer weight and axle loads. Certification labels, tires, the hitch, trailer ratings and local operating rules all remain separate limits.
Short-box clearance remains a physical-fit question
Ford includes 6.75-foot-box SuperCab and Crew Cab columns in the bed-mounted matrix. A published weight does not prove cab-to-trailer clearance through a turn or establish that every fifth-wheel or gooseneck hitch geometry is acceptable.
Check trailer nose shape, pin-box or coupler position, hitch placement and the required articulation envelope on the actual combination. Approved sliding hardware may address fit but does not raise any Ford vehicle rating.
Canadian trucks need exact-vehicle documentation
The reviewed matrix is manufacturer-authored U.S.-market evidence. It establishes how Ford organized 2019 configurations but does not certify that an unseen Canadian VIN has the same equipment, label values or market availability.
For a Canadian truck, collect its VIN, certification and tire labels, axle code, original build information, hitch label and alteration history. Resolve any conflict with Canadian documentation before assigning a towing row.
A practical row-identification workflow
First confirm that the vehicle is a 2019 F-250 SRW pickup. Record engine, axle ratio, Regular, SuperCab or Crew Cab body, 4x2 or 4x4, wheelbase and box length. Then identify conventional, fifth-wheel or gooseneck hitching and match the applicable GCWR and package row.
Keep the rating unresolved when any selector is unknown. Photograph the truck, tire and hitch labels, verify the original build and weigh the working combination before making a purchase or loading decision.
Do not transfer the 2018 table into 2019
The 2018 and 2019 guides share several endpoints, but individual cells and the conventional table format are not identical. For example, the reviewed 2019 conventional matrix uses one value per configuration cell, while the prior guide presents receiver-mode detail.
Keep each year on its own source. A nearby model-year page is useful for comparison, not as evidence for an unverified truck or as permission to copy a missing figure.
Diesel versus gas requires a whole-truck comparison
Selected diesel rows reach the higher 18,000- and 18,500-lb endpoints, but engine choice also changes truck mass, maintenance needs, acquisition cost and usable carrying capacity. Torque alone does not establish the safer or less expensive match.
Compare configurations that can perform the same job with identical passenger, cargo, hitch and trailer assumptions. Keep reliability, service history and present condition separate from the published towing matrix.
Source revision and evidence limits
All configuration figures come from Ford's manufacturer-authored 2019 Super Duty pickup towing-guide excerpt. Pages 3 and 4 were rendered and visually reviewed on 13 September 2026; the F-250 tables are revised 18 January 2019 and state that ratings are calculated using the SAE J2807 method. Ford's official 2019 Super Duty owner's-manual path supplies operating and label context.
No number transfers to 2018, 2020, F-350, F-450, chassis cab, an altered vehicle or an unmatched hitch. The sources do not establish reliability, failure rates, Canadian VIN status, inventory, sellers, dealer counts, prices, financing or offers.
2019 F-250 towing questions and conclusion
What is the maximum 2019 Ford F-250 towing capacity? The reviewed maximum is 18,000 lb conventional or 18,500 lb gooseneck in different diesel configurations. Is the fifth-wheel maximum also 18,500 lb? No. Ford caps fifth-wheel use of that top gooseneck row at 18,000 lb.
Does every 2019 diesel tow 18,000 lb? No. Diesel conventional cells begin at 15,000 lb, and diesel bed-mounted cells begin at 12,300 lb. The defensible answer comes from the exact source row, physical labels, installed hitch and loaded weights.
Evidence note: manufacturer documents establish the specific facts and applications cited. Buying workflows and cost scenarios are DieselTrucks.ca editorial guidance. These pages do not publish measured failure rates or confirm the condition, recall status or capacity of a particular truck.
General educational content for Canadian diesel-pickup research. Verify the exact truck, model year, certification labels, owner manual and manufacturer documentation, and obtain qualified mechanical or towing advice where appropriate.
Sources & Further Verification
Use the exact model year, VIN, truck labels and current manufacturer documentation when moving from general research to a purchase or towing decision.