You know the feeling. You’re standing in your driveway, staring at a pile of things that need to go inside your car. It’s usually groceries or moving boxes. Maybe it’s just the daily commute, but you’ve piled on extra weight. Your arms ache. Your back complains. If you’ve ever dropped a carton of milk because your hands were full, you’ve experienced the limits of human logistics.
Cars aren’t much different. We treat them like beasts of burden, expecting them to haul everything from weekend gear to heavy toolboxes. But there’s a hard limit. Overloading a vehicle isn’t just inconvenient. It’s dangerous. It strains the engine. It wears out the transmission. It risks the safety of everyone else on the highway.
The key to avoiding disaster is knowing your payload capacity. It’s a term you hear often, but do you actually know what it means? It’s not just “stuff in the trunk.” It’s the total weight a vehicle can carry, including passengers, fuel, and cargo. Ignore it, and you’re playing roulette with your suspension and brakes.
What Is Payload Capacity?
Payload is the total weight the vehicle carries. This includes:
– Passengers
– Fuel
– Cargo
– Accessories added after purchase
Many drivers forget that people count. So does a full tank of gas. If you’re hauling heavy gear, those extras matter.
How to Find Your Vehicle’s Limit
You don’t need a degree in engineering to find this number. Look at your vehicle’s door jamb. There’s a sticker there. It lists the maximum payload. Some vehicles have it on the driver’s side. Others put it inside the glovebox. Check your manual if you can’t find it.
The sticker will tell you the Gross Vehicle Weight Rating (GVWR). Subtract your vehicle’s curb weight (empty, with fluids) from the GVWR. The result is your payload capacity. Simple math. But critical.
“Passengers count as payload, too.”
Why It Matters
Overloading changes how your vehicle behaves.
– Braking distance increases.
– Handling becomes sloppy.
– Tire failure risk goes up.
– Suspension damage is likely.
It’s not just about fitting more in. It’s about driving safely. A loaded vehicle is a heavy vehicle. Heavier vehicles need more distance to stop. They turn worse. They climb hills slower.
Practical Tips for Carrying More
You don’t have to stop hauling. Just do it smart.
– Distribute weight evenly.
– Keep heavy items low.
– Secure everything. Loose cargo becomes a projectile in a hard stop.
– Check tire pressure before long trips.
Your vehicle was built to carry things. Just know its limits. Respect them. Drive safe.
Figuring out if you’re overloading your rig doesn’t require a degree in engineering. Just two numbers.
You need the gross vehicle weight rating (GVWR) and the curb weight. Subtract one from the other and you know exactly how much stuff you can legally and safely haul.
Here is how it breaks down.
What Is GVWR?
Think of GVWR as the hard ceiling. It’s the maximum total weight the manufacturer says your vehicle can handle. This isn’t just the metal and glass. It includes everything.
- The vehicle itself
- All fluids (fuel, oil, coolant)
- Passengers
- Cargo
- Tools
Where do you find this number? Your owner’s manual. Or on the sticker near the door latch on the driver’s side doorframe. You can also hunt it down on third-party databases, but the door jamb sticker is your primary source of truth.
What Is Curb Weight?
Curb weight is what the car weighs when it’s ready to drive but empty of people and stuff.
It includes a full tank of gas. It includes all operating fluids. It does not include passengers. It does not include your cooler, your tent, or that extra set of tires in the back.
The Math
The formula is brutally simple.
GVWR minus Curb Weight equals Payload Capacity.
Let’s look at a real example.
Say you have a vehicle with a GVWR of 3,500 pounds. The curb weight is 3,000 pounds.
3,500 – 3,000 = 500 pounds.
You have 500 pounds (227 kilograms) of payload capacity. Once you hit that limit, you’re in trouble. Not just legally, but mechanically. The suspension bottoms out. The brakes struggle. The frame flexes.
Truck Payload
Does the type of vehicle matter? Yes. Specifically when you start looking at trucks.
Trucks operate differently than sedans or SUVs. The way payload is distributed and the structural integrity of the frame play a huge role in what you can actually carry.
Payload isn’t a one-size-fits-all metric. What constitutes a useful load in a Ford F-150 looks absurd inside a Honda Civic. You aren’t hauling 8-foot sheets of drywall in a station wagon. Conversely, dragging a half-ton of gravel in a mini-truck is inefficient. The gap between “daily driver” and “workhorse” is defined by engineering limits.
In the United States, trucks aren’t just sorted by size. They are legally classified by their Gross Vehicle Weight Rating (GVWR). This number tells you the maximum operating weight: curb weight, passengers, fuel, and cargo. The government divides this into eight distinct classes. It’s not just marketing fluff; it dictates licensing, insurance, and road fees.
Here is how the federal breakdown works:
- Class 1: Up to 6,000 pounds (2,722 kg)
- Class 2: Up to 10,000 pounds (4,536 kg)
- Class 3: Up to 14,000 pounds (6,350 kg)
- Class 4: Up to 16,000 pounds (7,258 kg)
- Class 5: Up to 19,500 pounds (8,845 kg)
- Class 6: Up to 26,000 pounds (11,793 kg)
- Class 7: Up to 33,000 pounds (14,969 kg)
- Class 8: Over 33,000 pounds
Light vs. Heavy Duty Trucks
The Department of Transportation (DOT) buckets these classes into broader operational categories. This grouping helps fleet managers and regulators decide which rules apply to which vehicle.
Light-duty trucks cover Class 1 and Class 2. These are the pickups you see at grocery stores. The frame is unibody or light tubular. Suspension is tuned for comfort and light loads.
Medium-duty trucks span Class 3 through Class 5. This is where box trucks and large shuttle buses live. The chassis gets stiffer. The suspension changes from leaf springs to air bags or heavy-duty coil setups.
Heavy-duty trucks start at Class 6 and go up. Class 8 is the big rig. The semi-truck. If you see a tractor-trailer on the interstate, it’s fighting the Class 8 limit. These vehicles require CDL licenses to operate. They aren’t for hauling weekend camping gear.
Knowing your class matters. It tells you where your structural limits sit. Exceeding the payload isn’t just about burning more fuel. It’s about brake failure. It’s about frame flex. It’s about the suspension bottoming out on a pothole.
“Knowing where your truck falls within these categories will make it easier for you to determine how much payload you can afford to carry.”
The numbers above are maximums. Not recommendations. The actual payload capacity is the GVWR minus the curb weight. Subtract the fuel. Subtract the passengers. What’s left is your real-world limit.
This framework applies to commercial fleets. But it also sets the baseline for consumer vehicles. The same physics apply when you look at
Most drivers treat payload as an afterthought. It’s a truck problem. You don’t wake up worrying if the minivan can handle the weight of your kids and gear before a road trip. Cars have lower limits anyway. Heavy loads usually don’t fit in the backseat, so the danger of exceeding payload capacity is rare.
But that doesn’t mean you can ignore it.
Passengers are payload. Manufacturers assume 150 pounds (68 kg) per person. Every empty seat is just empty storage space waiting for weight. An empty rear bench for three people is 450 pounds (204 kg) of potential load. Add luggage. Add passengers. The numbers add up fast.
SUV Payload
SUVs carry more weight than cars. Obviously. But how much more? And where do you draw the line?
Payload isn’t just about gross vehicle weight. It’s about what you can safely add to the curb weight. That includes people, cargo, fuel, and fluids. Go over the limit and the handling gets sketchy. Brakes work harder. Suspension compresses. You lose control.
Many SUVs can handle 1,500 pounds (680 kg) or more. Some trucks push past 2,000. But smaller crossovers? They’re tighter. You might only have 1,000 pounds (454 kg) to work with.
Check the sticker. Door jamb or manual. It spells out the max payload. Subtract the weight of the vehicle as it sits on the lot. Subtract the driver. Subtract the fuel. What’s left is your cargo allowance.
“Payload is the sum of all occupants and cargo. It’s not a suggestion.”
An empty SUV looks capable. It isn’t. Once you fill the seats, the margin for luggage shrinks. Pack light. Or don’t pack at all.
Why Payload Matters More in SUVs
SUVs sit higher. Center of gravity shifts. More weight up front? Nose dives. More weight in back? Rear squat. Both kill stability.
Trucks have separate cabs and beds. Payload goes in the bed. Weight distribution is simpler. SUVs stack it all inside. One space. One limit.
Small wheels. Short wheelbases. They amplify the effect of heavy loads. A 200-pound box in the back of a small crossover makes it handle like a boat. A 200-pound box in the bed of a pickup? Barely noticeable.
That’s the difference.
How to Calculate Your SUV’s Payload
Find the GVWR. Gross Vehicle Weight Rating. It’s in the manual. Or on the door sticker.
Find the curb weight. Empty car. Full fluids. No driver.
Subtract curb weight from GVWR.
The result is your total payload capacity.
Subtract the weight of the driver. Average 150 pounds.
Subtract any passengers.
Subtract fuel. A full tank is 300-500 pounds depending on size.
What remains is for cargo and accessories.
Roof racks count. Bike racks count. Aftermarket wheels count. Every modification adds weight. Every addition reduces your cargo allowance.
Where Payload Limits Are Tested
Manufacturers don’t guess
The Payload Paradox: Cargo Hauling vs. Stability
Most buyers view an SUV as the ultimate hybrid machine. It offers the hauling muscle of a pickup but retains the passenger comfort of a sedan. That perception makes sense on paper. The back seats fold forward, creating a cavernous cargo area that can swallow heavy-duty gear, bikes, or bulkier items that simply wouldn’t fit in a standard car.
But there is a hard limit. Unlike a pickup truck, an SUV has a roof. You can’t stack cargo infinitely upward. And even if you could, treating an SUV like a workhorse truck is a safety nightmare.
The physics are unforgiving. SUVs sit higher off the ground. Their center of gravity is significantly elevated compared to a car. Load them up, and you shift that weight higher. The result? A much higher risk of rollover.
Manufacturers know this. Consumer fear drove the development of electronic stability control (ESC) and other chassis technologies. Regulators stepped in, too. Since September 2004, the National Highway Traffic Safety Administration (NHTSA) has mandated a specific label on all vehicles with a Gross Vehicle Weight Rating (GVWR) under 10,000 pounds. This sticker, placed on the doorjamb, states the maximum combined weight of all occupants and cargo.
Ignore that number at your peril.
Overloading an SUV isn’t just about breaking suspension springs. It’s about losing control. When you exceed the payload capacity, you destabilize the vehicle’s handling characteristics. Braking distances increase. Cornering becomes precarious. The rollover risk spikes.
So what if you actually need to move more weight than the sticker allows?
Can you legally or mechanically increase your payload capacity?
Knowing your vehicle’s payload capacity is great, but what if you wanted to carry even more? Is that possible? What if you see a truck you really want, but its payload capacity isn’t enough?
Truck manufacturers almost always offer optional towing packages for their vehicles. What’s in these packages can vary from one company to the next, but they typically increase the performance of the tow vehicle and include extra tools for better towing. For instance, a truck with a towing package might come with a trailer wiring harness, a heavy-duty hitch and safety chains. The manufacturer might also install a bigger engine, stronger brakes and a better cooling system for overall increased performance.
Remember, overloading a vehicle with too much payload is a dangerous situation, one that can harm you, your passengers and other drivers. If a police officer pulls you over and determines that your vehicle is overloaded, it’s possible that you may get a ticket for unsafely loading a vehicle — something no one ever enjoys.
Finding the Right Payload List for Your Make and Model
Depending on the make and model year of your car or truck, you may be able to find your vehicle’s payload on the following chart.
Browse by Make
– Acura
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Audi
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BMW
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Buick
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Cadillac
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Chevrolet
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Chrysler
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Dodge
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Ford
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GMC
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Honda
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HUMMER
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Hyundai
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Infiniti
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Isuzu
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Jaguar
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Jeep
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Kia
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Land Rover
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Lexus
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Lincoln
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Mazda
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Mercedes-Benz
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Mercury
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MINI
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Mitsubishi
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Nissan
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Pontiac
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Porsche
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Saab
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Saturn
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Scion
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smart
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Subaru
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Suzuki
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Toyota
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Volkswagen
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Volvo
Acura Payload
Year
Model
Max Payload (lbs)
2006
MDX
RL
RSX
TL
TSX
2007
MDX
1158
RL
RDX
870
TL
TSX
850
2008
MDX
1158
RL
RSX
870
TL
TSX
850
2009
MDX
1158
RL
RSX
870
TSX
850
More Acura Specs:
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Acura GVWR
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Acura GAWR
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Acura GCWR
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Acura Cargo Carrying Capacity
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Acura Curb Weight
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Acura Towing Capacity
Audi Payload
Year
Model
Max Payload (lbs)
2006
A3
A4
A6
A8
1213
S4
TT
728
2007
A3
A4
A6
A8
Q7
RS4
S4
S6
S8
1213
2008
A3
A4
A5
A6
A8
Q7
R8
RS4
S4
S5
S6
S8
TT
2009
A3
A4
A5
A8
Q7
R8
S4
S5
S8
TT
More Audi Specs:
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Audi GVWR
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Audi GAWR
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Audi GCWR
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Audi Cargo Carrying Capacity
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Audi Curb Weight
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Audi Towing Capacity
BMW Payload
Year
Model
Max Payload (lbs)
2006
325
1058
330
1058
525
1102
530
1102
550
1102
650
838
750
1058
760
M3
M5
1058
M6
941
X3
1025
X5
Z4
551
Z4M
584
2007
328
926
335
1058
525
1102
530
1102
550
1102
650
838
750
1058
760
1058
Alpina B7
M5
M6
X3
X5
1113
Z4
551
Z4M
584
2008
128
882
135
882
328
926
335
1058
528
1102
535
1102
550
1102
650
838
750
1058
760
1058
Alpina B7
1213
M3
1014
M5
1058
X3
1036
X5
1113
X6
1190
Z4
551
Z4M
584
2009
128
882
135
882
328
1058
335
1058
528
1102
535
1102
550
1102
750
838
M3
1014
M5
1058
M6
941
X3
1036
X5
1290
X6
937
More BMW Specs:
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BMW GVWR
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BMW GAWR
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BMW GCWR
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BMW Cargo Carrying Capacity
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BMW Curb Weight
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BMW Towing Capacity
Buick Payload
Year
Model
Max Payload (lbs)
2006
LaCrosse
Lucerne
Rainier
1069
Rendezvous
Terraza
2007
LaCrosse
Lucerne
Rainier
1069
Chevrolet Payload
The numbers for Chevy’s lineup shift depending on the year and the specific trim. It isn’t just about the model name. You have to look at the platform.
In 2006, the Avalanche 1500 could carry 1,387 lbs. The heavy-duty Avalanche 2500 bumped that up to 2,072 lbs. Small cars like the Aveo and Cobalt didn’t have rated payloads listed here. The Colorado truck held 1,532 lbs. The Corvette had none.
The Express vans were workhorses. The 1500 model handled 2,306 lbs. The HHR was lighter, at 900 lbs. The Silverado range showed the disparity between half-ton and heavy-duty. The Silverado 1500 sat at 1,913 lbs. The 1500 Hybrid dropped significantly to 1,162 lbs. The SS trim was down to 1,253 lbs. But the Silverado 3500 HD? That thing could haul 5,169 lbs. The Suburban 2500 managed 2,828 lbs. The Tahoe was lighter at 1,522 lbs. The TrailBlazer EXT offered 1,429 lbs.
By 2007, things started to shift. The Avalanche 1500 payload dropped to 1,258 lbs. The Colorado went down slightly to 1,316 lbs. The Express stayed steady at 2,306 lbs. The Silverado 1500 Classic held its ground at 1,913 lbs, but the new 2007 Silverado 1500 dropped to 1,658 lbs. The Silverado 2500 HD fell to 3,458 lbs. The Tahoe actually gained some ground, hitting 1,835 lbs. The Suburban 1500 lost weight, down to 1,593 lbs.
2008 saw the Avalanche 1500 climb back up to 1,444 lbs. The Silverado 1500 stayed at 1,652 lbs. The Silverado 3500 HD increased to 3,621 lbs. The Tahoe Hybrid appeared with a payload of 1,830 lbs.
In 2009, the Avalanche 1500 settled at 1,333 lbs. The Colorado dropped to 1,250 lbs. The Express lineup expanded with specific ratings. The Express 2500 handled 3,262 lbs. The Express 3500 took 4,147 lbs. The Silverado 3500 HD jumped to 3,873 lbs. The Suburban 1500 remained at 1,593 lbs.
The heavy-duty Silverado models dominate the upper end of Chevrolet’s payload capacity.
Chrysler Payload
Chrysler’s numbers are sparse compared to the domestic truck makers.
In 2006, almost none of the cars had listed payload capacities. The 300, Crossfire, Pacifica, PT Cruiser, Sebring, and Town & Country all show dashes.
2007 brought some clarity. The Aspen SUV could carry 1,600 lbs. The PT Cruiser managed 1,907 lbs. The Pacifica minivan held 889 lbs. The Town & Country sat at 1,200 lbs.
2008 kept those numbers mostly static. The Aspen stayed at 1,600 lbs. The Pacifica dropped slightly to 865 lbs. The PT Cruiser fell to 889 lbs. The Town & Country remained at 1,200 lbs.
2009 saw the Aspen hold at 1,600 lbs. The Aspen Hybrid lost some capacity, dropping to 1,500 lbs. The PT Cruiser and Town & Country had no listed payload capacity. The 300 and Sebring remained unlisted.
Dodge Payload
Dodge trucks and vans carried more weight than the cars.
In 2006, the Caravan and Grand Caravan minivans handled 1,682 lbs and 1,700 lbs respectively. The Ram 1500 carried 1,750 lbs. The Ram 2500 bumped up to 3,020 lbs. The Ram 3500 took 4,660 lbs. The Sprinter Van 3500 also hit 3,950 lbs. The Sprinter Wagon 2500 was surprisingly capable at 4,824 lbs. The Dakota and Durango both sat at 1,750 lbs. The Charger and Magnum were lighter at 1,270 lbs.
2007 saw the Dakota dip slightly to 1,150 lbs. The Ram 1500 held at 1,750 lbs. The Ram 2500 rose to 3,130 lbs. The Ram 3500 climbed to 4,780 lbs. The Sprinter Van 3500 dropped to 4,350 lbs. The Nitro SUV managed 1,150 lbs. The Sprinter Wagon 2500 fell to 3,074 lbs.
2008 brought changes to the Ram line. The Ram 1500 increased to 1,810 lbs. The Ram 2500 went up to 3,210 lbs. The Ram 3500 hit 4,870 lbs. The Sprinter Van 3500 rose to 4,530 lbs. The Dakota dropped to 1,630 lbs. The Durango increased to 1,780 lbs.
2009 saw the Ram 1500 drop significantly to 1,490 lbs. The Ram 2500 rose to 3,260 lbs. The Ram 3500 fell to 3,560 lbs. The Durango Hybrid appeared with a payload of 1,500 lbs. The Sprinter Van 3500 stayed at 4,530 lbs. The Journey had no listed capacity. The Charger remained steady at 1,270 lbs. The Dakota held at 1,630 lbs.
Ram 3500 models consistently offer some of the highest payload capacities in the Dodge lineup.
Ford Payload
Ford’s E-series vans and F-series trucks carry the bulk of the load.
In 2006, the E 350 Super Duty could handle 4,165 lbs. The E 250 managed 3,435 lbs. The F 350 took 4,000 lbs. The F 250 held 3,100 lbs. The F 150 carried 1,640 lbs. The Explorer could haul 1,414 lbs. The Escape was lighter at 960 lbs. The Escape Hybrid managed 1,040 lbs. The Freestar handled 1,200 lbs. The Ranger was at 1,260 lbs.
2007 saw the E 150 jump to 3,310 lbs. The E 250 rose to 3,700 lbs. The E 350 Super Duty hit 4,200 lbs. The Expedition managed 1,822 lbs. The Expedition EL held 1,697 lbs. The Explorer increased to 1,520 lbs. The Explorer Sport Trac carried 1,390 lbs. The F 150 went up slightly to 1,650 lbs. The Freestar jumped to 1,750 lbs. The Edge managed 1,011 lbs.
2008 kept most numbers steady. The E 150 rose slightly to 3,314 lbs. The E 250 dropped to 3,624 lbs. The E 350 Super Duty fell to 4,110 lbs. The F 250 dipped to 3,030 lbs. The **
Payload capacity is a hard limit. It is not a suggestion. You have GVWR, you have curb weight, and the difference between them is what you can actually throw in the bed, on the roof, or in the back seat. Exceed it and you are playing with suspension geometry, brake fade, and legal liability. The data below covers the 2006 to 2009 model years for major manufacturers. Some entries are blank because the source data did not include them for that specific year range. Do not guess. Check your door jamb sticker.
Honda Payload
Honda’s lineup during this period was split between utilitarian trucks and family haulers. The Ridgeline was the workhorse. The Odyssey and Pilot handled the passenger load. Smaller sedans like the Accord and Civic had minimal payload due to lighter construction.
2006 Honda
– Insight: 400 lbs
– Odyssey: 1349 lbs
– Ridgeline: 1549 lbs
2007 Honda
– Civic: 385 lbs
– Element: 675 lbs
– Odyssey: 1349 lbs
– Pilot: 1322 lbs
– Ridgeline: 1549 lbs
2008 Honda
– Civic: 385 lbs
– Element: 675 lbs
– Odyssey: 1349 lbs
– Pilot: 1322 lbs
– Ridgeline: 1549 lbs
2009 Honda
– Odyssey: 1349 lbs
– Pilot: 1322 lbs
Other Honda models such as the Accord, CR-V, Fit, and S2000 did not have specific payload figures listed in this dataset for these years.
HUMMER Payload
The HUMMER brand was in transition. The H2 was still dominating the luxury truck segment while the smaller H3 and the pickup-style H3T were gaining traction. Payload numbers reflect the heavy steel construction of these vehicles.
2006 HUMMER
– H1 Alpha: 3087 lbs
– H3: 1150 lbs
2007 HUMMER
– H3: 1150 lbs
2008 HUMMER
– H2: 2200 lbs
– H3: 1150 lbs
2009 HUMMER
– H2: 2200 lbs
– H3: 1312 lbs
– H3T: 1090 lbs
Note that the H2 payload jumped significantly in 2008 and remained there. The H3 also saw an increase in 2009.
Hyundai Payload
Hyundai’s early 2000s lineup was expanding rapidly. The Veracruz and Santa Fe were bringing more utility to the brand. However, specific payload data is sparse for many compact and mid-size sedans during this era.
2006 Hyundai
No specific payload figures provided for Accent, Azera, Elantra, Santa Fe, Sonata, Tiburon, or Tucson.
2007 Hyundai
No specific payload figures provided for Accent, Azera, Elantra, Entourage, Santa Fe, Sonata, Tiburon, Tucson, or Veracruz.
2008 Hyundai
No specific payload figures provided for Accent, Azera, Elantra, Entourage, Santa Fe, Sonata, Tiburon, Tucson, or Veracruz.
2009 Hyundai
No specific payload figures provided for Accent, Azera, Genesis, or Sonata.
The lack of data here might be due to these vehicles having very low payload capacities relative to their GVWR, or simply missing from the source compilation.
Infiniti Payload
Infiniti’s luxury SUVs and sedans carried substantial weight. The FX and QX56 models were particularly robust. The G-series sedans were lighter on their feet.
2006 Infiniti
– FX35: 1183 lbs
– FX45: 1091 lbs
– G35: 886 lbs
– Q45: 979 lbs
– QX56: 1440 lbs
2007 Infiniti
– FX35: 1183 lbs
– FX45: 1091 lbs
2008 Infiniti
– FX35: 1183 lbs
– FX45: 1091 lbs
– G37: 1040 lbs
– M35: 996 lbs
– M45: 1010 lbs
– QX56: 1553 lbs
2009 Infiniti
– FX 35: 1213 lbs
– FX 50: 1185 lbs
– QX56: 1553 lbs
The QX56 payload increased from 2006 to 2008 and held steady. The FX series saw slight variations year to year.
Isuzu Payload
Isuzu was winding down its consumer vehicle lineup. The Ascender and i-series trucks were the mainstay. Payloads were decent for the class.
2006 Isuzu
– Ascender: 1133 lbs
– i-280: 1532 lbs
– i-350: 1190 lbs
2007 Isuzu
– Ascender: 1133 lbs
– i-290: 1532 lbs
– i-370: 1516 lbs
2008 Isuzu
– Ascender: 1133 lbs
– i-290: 1512 lbs
– i-370: 1260 lbs
Data for 2009 Isuzu models is not provided in this dataset.
Jaguar Payload
Jaguar’s range was heavy on luxury, light on utility. The XK series had notably low payload capacities compared to American trucks or German SUVs. The X-Type was an outlier with higher capacity.
2006 Jaguar
– X-Type: 1058 lbs
2007 Jaguar
– X-Type: 1058 lbs
2008 Jaguar
– X-Type: 1058 lbs
– XK: 815 lbs
– XKR: 772 lbs
2009 Jaguar
– XKR: 772 lbs
– XK Coupe: 815 lbs
The XF did not have a listed payload figure in this set. The drop in payload for the XK models in later years might reflect weight increases from added tech or safety features.
Jeep Payload
Jeep’s trucks and SUVs varied widely. The Commander was a hauler. The Wrangler was light. The Liberty and Grand Cherokee sat in the middle.
2006 Jeep
– Commander: 1620 lbs
– Grand Cherokee: 1100 lbs
– Liberty: 1150 lbs
– Wrangler: 800 lbs
2007 Jeep
– Commander: 1310 lbs
– Compass: 925 lbs
– Grand Cherokee: 1050 lbs
– Liberty: 1150 lbs
– Wrangler: 1000 lbs
2008 Jeep
– Commander: 1300 lbs
– Compass: 925 lbs
– Grand Cherokee: 1180 lbs
– Liberty: 1150 lbs
– Patriot: 925 lbs
– Wrangler: 1000 lbs
– Wrangler Unlimited: 1000 lbs
2009 Jeep
– Commander: 1300 lbs
– Compass: 925 lbs
– Grand Cherokee: 1180 lbs
– Liberty: 1150 lbs
– Patriot: 925 lbs
– Wrangler: 1000 lbs
– Wrangler Unlimited: 1150 lbs
Note the drop in Commander payload from 2006 to 2007. It stabilized in 2008. The Wrangler Unlimited gained 150 lbs of payload in 2009.
Kia Payload
Kia was pushing into the mid-size SUV and crossover market. The Sedona and Borrego offered high payload numbers. The compact Rio and Spectra were lighter.
2006 Kia
– Rio: 1273 lbs
– Rio 5: 1200 lbs
– Sorento: 1202 lbs
– Sportage: 1195 lbs
2007 Kia
– Rio: 1273 lbs
– Rio 5
Max payload isn’t just a number on a sticker. It’s the limit before your suspension bottoms out and your brakes give up. You load it up, or you don’t. Simple math. Gross Vehicle Weight Rating (GVWR) minus curb weight equals payload. It sounds like basic physics, but people still blow axles because they ignored the sheet metal.
We are continuing the breakdown. Previous parts covered the American muscle and luxury giants. This section covers the imports and the niche players. Mazda, Mercedes, Mercury, MINI, Mitsubishi, Nissan, Pontiac, Porsche, and Saab. Some of these brands are dead. Some are fighting for survival. All of them have hard limits.
Mazda Payload
Mazda didn’t build heavy haulers. They built agile drivers. If you need to carry a ton of stuff, look elsewhere. The B-series trucks are the outliers here, but even then, they were rebadged Mitsubishis.
2006 Mazda Models
The B2300 and B4000 share the same payload limit. 1260 lbs. That’s a few toolboxes, maybe a small fridge. The B3000 is the oddball. It jumps to 1680 lbs. Why? Probably a different frame or suspension tune. The Mazda5 minivan is surprisingly capable at 1239 lbs. Not bad for a car.
The Mazda6 sedan manages 1319 lbs. The speedier Speed6 version drops to 963 lbs. Heavier wheels, stiffer springs, less room for your gear. The MPV is a workhorse by comparison. 1506 lbs. It’s a van. It should carry things.
The MX-5 Miata? 637 lbs. It’s a roadster. You aren’t loading it up. The RX-8 rotary coupe holds 779 lbs. The Tribute compact SUV is light at 988 lbs.
2007 Mazda Models
The B-series stays steady. 1260 lbs for the two-wheelers, 1680 for the V6. The CX-7 enters the chat but has no listed payload. Likely because it’s a crossover meant to be driven, not loaded. The CX-9 SUV picks up the slack with 1493 lbs.
The Mazda5 holds 1239 lbs. The Mazda6 sedan takes a hit, dropping to 1080 lbs. The Speed6 remains at 963 lbs. The RX-8 loses a little ground, down to 765 lbs. The MX-5 stays at 637 lbs.
2008 Mazda Models
The B2300 and B4000 remain at 1260 lbs. The CX-7 and CX-9 disappear from the list. Maybe availability was spotty. The Mazda5 drops slightly to 1191 lbs. The Mazda6 creeps up to 1087 lbs.
The MX-5 loses a few pounds of payload capacity, down to 633 lbs. RX-8 holds firm at 765 lbs. The Tribute range varies. Standard Tribute is 1057 lbs. The Tribute Hybrid is slightly heavier at 1083 lbs. Batteries add weight. Payload shrinks.
2009 Mazda Models
The B2300 drops to 1200 lbs. The B4000 stays at 1260 lbs. The CX-7 and CX-9 are absent again. Mazda5 holds 1191 lbs. Mazda6 drops to 1082 lbs.
The RX-8 takes another hit. 754 lbs. It’s getting light. The Tribute is gone from the list entirely.
Mercedes-Benz Payload
Mercedes doesn’t do “payload” in the truck sense. They do luxury. But luxury weighs something. And weight matters.
2006 Mercedes Models
Most sedans have no listed payload. Probably because the focus is on ride quality, not carrying 500 lbs of luggage. The ML350 SUV handles 1616 lbs. The ML500 is heavier, dropping to 1496 lbs. The R-Class wagon is a beast. 2000 lbs. It’s a van with a badge. Use it.
2007 Mercedes Models
The E-Class sedan picks up 1157 lbs. The G500 off-roader takes 1289 lbs. The GL320 SUV is tight at 1086 lbs. The GL450 opens up to 1620 lbs.
The ML350 jumps to 1635 lbs. The ML320 holds 1422 lbs. The ML500 also hits 1620 lbs. The AMG version, the ML63, drops significantly to 1257 lbs. Performance costs payload. The R-Class is back at 1635 lbs. The SLR McLaren supercar is absurdly low. 626 lbs. It’s a car for two people and a smile.
2008 Mercedes Models
The E-Class holds 1157 lbs. The G500 improves to 1764 lbs. The G55 is tighter at 1433 lbs. The GL320 is missing data. The GL450 and GL550 both hit 1620 lbs.
The ML320 holds 1422 lbs. The ML350 stays at 1635 lbs. The ML550 is 1620 lbs. The SLR McLaren payload crashes. 342 lbs. That’s it. You can bring a coat. That’s it.
2009 Mercedes Models
The E-Class remains steady at 1157 lbs. The GL450 and GL550 both hold 1620 lbs. The ML350 is 1635 lbs. The ML320 is 1422 lbs. The ML550 is 1620 lbs.
The ML63 AMG drops to 1300 lbs. The R-Class shrinks to 1365 lbs. The big sedans are still absent.
Mercury Payload
Mercury was the upscale Lincoln. When Lincoln went premium, Mercury got left behind. Then Ford killed it. But during the 2006-2009 era, these cars were common.
2006-2007 Mercury Models
The Grand Marquis, Milan, and Montego have no listed payload. They are full-size sedans. The focus is on comfort. The Mariner compact SUV is decent. 1075 lbs. The Mariner Hybrid drops to 920 lbs.
The Monterey minivan holds 1320 lbs. The Mountaineer SUV is strong at 1549 lbs in 2006.
2007-2009 Mercury Models
The Mariner holds 1075 lbs in 2007, then drops to 1059 lbs in 2008 and 2009. The Hybrid stays stuck at 920 lbs.
The Monterey holds 1320 lbs. The Mountaineer drops to 1443 lbs and stays there for 2008 and 2009. The Sable sedan appears in 2008 and 2009 but has no payload data. It’s likely a similar setup to the Grand Marquis.
MINI Payload
MINIs are small. Very small. Payload is an afterthought. But the John Cooper Works models are sportier, not heavier. So payload stays high.
2006-2008 MINI Cooper Models
The Cooper Convertible holds 771 lbs. The Hardtop holds 816 lbs. The Clubman joins in 2008 and matches the hardtop at 816 lbs.
2009 MINI John Cooper Works Models
The JCW Hardtop holds 816 lbs. The JCW Clubman also holds 816 lbs. Stripped interior, lighter wheels. More payload. That’s the logic.
Mitsubishi Payload
Mitsubishi built utilitarian vehicles. The Raider pickup is a rebadged Toyota Tacoma. It carries a lot.
2006 Mitsubishi Models
The Eclipse coupe is light. 794 lbs. The Endeavor SUV handles 1055 lbs. The Galant sedan holds 969 lbs. The Lancer is 981 lbs.
The Montero SUV is capable at 11
The Saturn roster in 2006 was already showing its age. The Ion had no payload figure listed, likely too light or too fragile for meaningful cargo loads. The Relay minivan could handle 1,350 lbs. That’s decent. The VUE, a crossover that tried hard to be rugged, managed 1,331 lbs. By 2007, Saturn pushed the Aura into the mix. It sat heavy on its feet. Payload dropped to 1,009 lbs. The Hybrid version wasn’t listed, probably because weight savings from electric components were offset by battery mass. The Outlook arrived as a badge-engineered Honda Pilot. It carried 1,678 lbs. The Relay gained four pounds. The Sky roadster? Zero. You weren’t hauling bricks in a Sky. The VUE Hybrid in 2009 dropped payload to 1,111 lbs. The VUE itself held steady at 1,000 lbs. The Astra, a small European hatchback sold briefly in the US, had a meager 893 lbs in 2008. It vanished by 2009.
Scion: Empty Lists
Scion’s early years were about youth, style, and minimalism. Not cargo. The tC, xA, and xB were all listed for 2006 through 2009 with dash marks. No max payload figures. Maybe they weren’t measured. Maybe they weren’t considered relevant for the demographic buying these cars. The xB had a boxy shape. You’d think it would carry more. It didn’t.
smart: Tiny Limits
The 2008 smart fortwo is a city car. It’s not a truck. Its max payload sits at 463 lbs. That’s you, a passenger, and maybe a backpack. Don’t try to fit a mountain bike in there. Don’t try to tow anything. The specs for GVWR and GCWR follow similar patterns across brands, but for the fortwo, the numbers don’t lie. It’s a two-seater with strict limits.
Subaru: Reliability Meets Weight
Subaru’s payload numbers tell a story of shifting engineering priorities. The 2006 B9 Tribeca carried 1,560 lbs. The Baja, a pickup based on the Forester, managed 1,070 lbs. The Forester held 1,060 lbs. The Impreza WRX STI, all performance and no patience for weight, carried only 794 lbs. The Outback started strong at 1,245 lbs.
By 2007, the Tribeca stayed at 1,560 lbs. The Forester dropped to 1,010 lbs. The Outback fell sharply to 995 lbs. The Legacy sedan lost 145 lbs. The wagon lost one. The 2008 model year saw the Tribeca crash to 660 lbs. That’s a huge drop. Maybe the turbocharged flat-six added too much weight. The Forester held at 1,010 lbs. The WRX STI bounced back to 1,080 lbs. The Outback recovered slightly to 1,085 lbs.
In 2009, the Forester surged to 1,230 lbs. The Outback sat at 1,078 lbs. The Tribeca remained at 660 lbs. The Legacy stayed at 1,055 lbs. It’s inconsistent. It’s Subaru.
Suzuki: The Decline
Suzuki was winding down in the US market. The 2006 Grand Vitara carried 1,175 lbs. The XL7 managed 1,168 lbs. The Forenza and Reno hovered around 950 lbs. By 2007, the XL7 jumped to 1,626 lbs. The rest of the lineup disappeared from the payload charts. No Aerio. No Forenza. No Grand Vitara. Just the XL7.
In 2008, the XL7 held that 1,626 lbs figure. The Grand Vitara returned with 1,178 lbs. The Reno dropped to 926 lbs. The Forenza matched it at 926 lbs. The SX4 added 893 lbs. The Equator, a badged Mazda Tribute, appeared in 2009 with no figure. The Grand Vitara dropped out again. The SX4 stayed at 893 lbs. The XL7 vanished. Suzuki was exiting. The numbers reflect a company losing its grip.
Toyota: Dominance in Numbers
Toyota’s payload specs are robust. The 2006 4Runner carried 1,285 lbs. The Highlander led the pack at 1,840 lbs. The Tundra followed with 1,835 lbs. The Sienna minivan handled 1,570 lbs. The Tacoma truck managed 1,540 lbs. The Land Cruiser sat at 1,500 lbs. The Sequoia at 1,510 lbs. The Camry held 1,059 lbs. The Corolla at 1,055 lbs. The Matrix at 1,166 lbs. The RAV4 at 1,130 lbs. The Prius at 1,085 lbs. The Avalon at 1,075 lbs.
In 2007, the Highlander bumped to 1,844 lbs. The Tundra dropped significantly to 1,470 lbs. The Sienna fell to 1,420 lbs. The FJ Cruiser entered with 1,280 lbs. The Prius took a hit, dropping to 863 lbs. The Camry, Camry Hybrid, and Yaris had no figures listed. The Land Cruiser stayed at 1,500 lbs.
2008 saw the Highlander drop to 1,821 lbs. The Highlander Hybrid fell to 1,427 lbs. The Sequoia dropped to 1,280 lbs. The Tacoma fell to 1,415 lbs. The Tundra held at 1,470 lbs. The Land Cruiser gained weight capacity to 1,585 lbs. The Prius remained low at 863 lbs. The Camry and hybrids were still missing data.
By 2009, the 4Runner held at 1,285 lbs. The Corolla rose to 1,113 lbs. The FJ Cruiser jumped to 1,325 lbs. The Highlander stayed at 1,821 lbs. The Highlander Hybrid held at 1,427 lbs. The Land Cruiser held at 1,585 lbs. The Sienna rose to 1,513 lbs. The Tacoma returned to 1,540 lbs. The RAV4 stayed at 1,130 lbs. The Matrix, Prius, Venza, and Yaris had no figures. The Camry and hybrids were still absent. Toyota is consistent where it counts. The big trucks and SUVs carry serious weight.
Volkswagen: European Precision
Volkswagen’s payload numbers are tighter. The 2006 Golf managed 947 lbs. The Jetta sat at 1,094 lbs. The Passat sedan carried 1,140 lbs. The Touareg handled 1,400 lbs. The Rabbit held 994 lbs. The Beetle variants were light at 772 lbs. The Phaeton sat at 1,002 lbs.
In 2007, the Eos entered with 893 lbs. The Jetta held at 1,094 lbs. The Passat wagon added 1,272 lbs. The Touareg dropped to 1,325 lbs. The Rabbit fell to 972 lbs. The GTI held at 968 lbs. The Beetles stayed at 772 lbs.
2008 brought the GLI at 955 lbs. The Passat sedan dropped to 997 lbs. The Passat wagon fell to 1,063 lbs. The Touareg 2 returned to 1,400 lbs. The Rabbit held at 972 lbs. The R32 had no figure. The GTI held at 968 lbs.
In 2009, the Jetta sedan held at 1,094 lbs. The Jetta Sport Wagon dropped to 981 lbs. The Passat sedan rose to 1,144 lbs. The Passat wagon fell to 1,228 lbs. The Routan minivan carried 1,199 lbs. The Tiguan, a new addition,
