Originally Posted by kscherzi
BTW - The reason I mentioned towing but talk about payload is because hitch weight is a percentage of trailer weight, 10% to 15%. A good way to calculate how much can be towed is to subtract people/dogs/and junk in bed weight from payload. Take the remainder and divide by 0.15. That will give a good approximation of maximum trailer weight for your truck. That mythical 11,300 lb trailer is unlikely to ever see a F-150 because its hitch weight alone would probably exceed the rated hitch capacity of the truck.
It's too bad Ford doesn't just include the HD Payload Package to all models. It only adds 60 lbs but does so much to make the truck more useful.
Your calculations don't use the equalization of weight that a Weight Distribution Hitch does.
With the actual weight calculated into the figure, an 'average' 80% of the hitch weight is transfered to the tow vehicles suspension (axles) while 20% is transfered to the travel trailer's axles (suspension).
Also, with a dual axle travel trailer that is 'properly loaded', an average of 13% of total loaded trailer weight is usually what the hitch weight is.
So you won't be putting your full hitch weight against your payload, only about 80% as an average.
Here's another thread I talked about this. Here's another.
Ford F150 1/2 tons have the most payload out of any 1/2 ton truck and is why I choose Ford. I tow and payload is important to me. My tow vehicle is my daily driver and I put about 80 miles on per day. I simply could not afford to drive a 3/4 ton truck with a large displacement V8. I also don't have unlimited funds to pay the $8000 optional charge that a Diesel engine requires.
While the F150 Screw 4WD does come in HD form, the HD package couldn't be found in my area and does give up many of the options I would want. If you don't mind getting an Ecoboost truck, which wasn't for me, you'll have an easier time find the HD package.
The Max Tow package will help but not much. The payload increase sometimes is more of a paper trail as the axle ratings don't go up as much as the GVWR which is very puzzling as the brakes aren't upgraded. Axles and brake ratings would dictate GVWR but don't always match with Ford.
Forgot to mention, the standard tow package only has a hitch rated at 1050 lbs and the Max Tow package hitch is only rated at 1,150 lbs. With a 13% hitch weight, that leaves a "LOADED" weight of only 8846 lbs !!! Most load around 1200 lbs but some load much more. Also the options that come on most travel trailers can be up to 300 lbs but usually are around 200 lbs. So to find a travel trailer 'dry' and unoptioned weight like you'd see in a brochure, subtract 1200 lbs and 300 lbs from that loaded max weight of 8846 lbs and you have a brochure specified 7346 lbs !!! To go higher than that, you'll need a 3/4 ton truck that can use a class "5" hitch that goes beyond the 1150 lbs Class "4" weight limit.
There are so SO many that are overloaded just on hitch weight alone, then are overloaded on GVWR and GAWR. I don't think most will ever get anywhere close to their Max tow rating or GCWR with these 1/2 ton capacity limitations.
If I was going to tow anywhere near 9000 lbs, it would be with a much heavier 3/4 ton truck. I wouldn't use even a HD package truck (still with only a class "4" hitch) as all that's upgraded is the axles and they're not even full floaters .
Originally Posted by Wikipedia
The full-floating design is typically used in most 3/4 and 1-ton light
trucks, medium duty trucks and heavy-duty trucks, as well as most agricultural
applications, such as large tractors and combines. There are a few exceptions,
such as many Land-Rover vehicles. A full-floating axle can be identified by a
protruding hub to which the axle shaft flange is bolted. These axles can carry
more weight than a semi-floating or non-floating axle assembly because the hubs
have two bearings riding on a fixed spindle. The axle shafts themselves do not
carry any weight; they serve only to transmit torque from the differential to
the wheels. Full-floating axle shafts are retained by the aforementioned flange
bolted to the hub, while the hub and bearings are retained on the spindle by a
The semi-floating design carries the weight of the vehicle on the axle shaft
itself; there is a single bearing at the end of the axle housing that carries
the load from the axle and that the axle rotates through. This design is found
under most 1/2 ton and lighter trucks and SUVs.
2012 5.0L Screw 4WD 145" WB (5.5' bed) trucks added 150 lb of payload over the 2011 by going from a 7200 lbs GVWR to a new 7350 lbs GVWR for the 5.5' 145" .
Now my new 2012 is pretty much a fully loaded XLT.
That being said, I have a very healthy "ACTUAL" 1582 lbs payload. That is right on the Tred Act sticker. The unoptioned specified payload on Ford's Website states 1700 lbs of payload. So obviously I have 118 lbs of options added.
Now that higher payload is because of the added 150 lbs in the GVWR over an Ecoboost truck or earlier 2009 - 2011 145" WB Screw 4WD truck that only had 7200 lbs GVWR. If it were a 2011, it would have 1432 lbs.
Now the Ecoboost trucks still have the lower 7200 lbs GVWR unless you get a 6.5' bed, 157" WB truck which is 7350 lbs. Of coarse you can get the Max Tow which goes to a 7650 lbs GVWR for 5.5' bed or 7700 lbs for a 6.5' bed.
6.2L trucks have a 7700 lbs GVWR for either a 5.5' bed or 6.5' bed.
Also standard axles are 3750 lbs for front axle and 3850 lbs for rear axle.
The front axle gets upgraded to 3900 lbs for the 6.5' bed option or the 20" wheel option (a thread was on payload and discovered this). The rear axle gets upgraded to 4050 lbs from the Max Tow option. GVWR ratings are all over the place and do not always follow axle ratings (brakes are the same for all models) on 5.5' bed models.
So you will have the highest axle ratings on 6.5' bed Max Tow optioned trucks. For an Ecoboost truck, that an increase of 350 lbs of total axle rating with an increase of 350 lbs in GVWR. On 5.5' bed trucks, the GVWR goes up more than the axle rating.