crsstmbrs

Not sure on the GAWR- I have the regular tow (I Think!) and my GAWR is also 4050 lbs. I'd rather have max tow if that is it.

brulaz

The 7700# max trailer and max 1050# tongue weight on the hitch receiver suggests that you don't have the max tow.

Don't think MaxTow was ever offered with the 5L, but the HD payload option is.

Guess that the 4050# rear axle isn't tied to the Max Tow package. Good that you have though. You'll want it with a 7700# trailer and high tongue weight %.

jjinatx

xcntrk,

Same deal with an aftermarket Class V. They won't fit a truck with a factory hitch. There is no aftermarket receiver that I know of that will fit a truck with the factory receiver.

Problem is, the "reinforcement" hitch receiver sits in the area where the aftermarket hitch receiver would sit. I haven't actually seen a "reinforcement" for the non-hitch truck, but apparently it doesn't interfere with an aftermarket receiver of any kind. You can't just remove the stock receiver because it also serves as the bumper mount (and also maybe to reinforce the frame), as well as being a receiver (multi-talented part -eh). If you take it off, you need replace it with the non-tow reinforcer. It may also provide the ball mount for the non-tow bumper. Looking at mine, there's no way to mount a ball on the bumper itself. There's nothing meaty under the plastic step and in fact the factory receiver has a 16 gauge plate welded on top of it that prevents access to the area underneath where the ball would go on the bumper, and there are no holes in it.

The Curt aftermarket hitch mounts differently than the stock "reinforcement/receiver" combo. It mounts to 2 places on each bumper bracket.

There is also a "bolt plate" in the parts list that is different between factory hitch and non-hitch trucks. It's a narrow piece with 3 bolts stuck in it that bolts the "reinforcement" to the bumper bracket. The hitch version is probably just a little heavier, but it looks easy enough to fab a new one if necessary.

I'm going to stop by the dealer sometime and take a peek under a non-tow truck (if I can find one) to get an idea of what the non-hitch "reinforcement" looks like.

The non-tow "reinforcement" goes for $168 online. If I can get a good look at an OEM non-tow one, I may just get the Curt hitch, yank off the bumper and receiver, and see if I can plasma-cut the bumper related stuff off the old receiver and fab my own "reinforcement". Or, possibly cut enough of the old receiver away so it doesn't interfere with the Curt.

If anyone has already done this, please let me know what you did.

-jj

brulaz

Whoa, you're getting pretty serious about being 100-150# over on the hitch receiver rating!!

If you're not worried about lifting 250-300# off your front axle, then why be this worried about going 100-150# over on the hitch receiver rating?

Just asking. Things seem a little out of balance ...

BRUTE448

i have an 11' fx4 in sig. 5.ohh and i have 3750 front axle and 4050 rear axle but just tow package, since max dosen't come on 5L

Mike Up

A while back it was established if you had 20" wheels, you got the 4050 lbs RGAWR. Don't know why but it does. Maybe the wheels weigh more so Ford went to the next higher axle.

Seems that heavy options force Ford to go up in axle ratings either on the front or rear, while keeping GVWR the same.

Most Screw 4WD trucks have 3750# Front Axles and 3850# Rear axles, while the Max Tow package pushes the rear axle rating to 4050# (or the 20" wheel option). The 157" WB option (6.5' bed) pushes the front axle rating up to 3900#.

Even though Ford pushes higher GVWR on some trucks, the total axle rating doesn't go up much. The max tow option adds about 75 lbs with the rear axle rating only going up by 200 lbs. This leaves only a net gain of 125# of actual payload even though the GVWR jumps up from either 7200# to 7650# (w/145" WB) or 7350# to 7700# (w/157" WB).

Much better to just get the heavy duty package if you really need more payload or even a 3/4 ton truck.

jjinatx

Brulaz,

Actually, adding 100# to the spec 500# tongue weight only unloads the front axle by about 25# more than the 500# tongue weight does, so I'm not worried about that. I'm not overloading the truck in any way as far as gross weight or axle weight ratings. I do worry about going 100 to 150# over the hitch rating though. And I REALLY do want to ditch the equalizer.

-jj

brulaz

Looking back at my CAT scale records, when I had 500# TW and no WDH, I lost 200# off the front, that was with a very short shank hitch that I used to reduce front end lift as much as possible. Only problem was I couldn't open the tailgate very far with the trailer hitched up

With the regular WDH with 12" shank, but bars slacked, with 580# TW, I lost 280# off the front and with 620# TW I lost 320#.

(That's with 145" wheelbase)

Not having to dink with a WDH is definitely easier. Just load and go. Those were the days ... although we do love the big new heavy trailer.

Williambarrettclark

I'm new here and have a 2012 crewcab 4x4 f150 ecoboost, I have already had to replace the rear leaf springs once and getting ready to have to replace them again. My local dealer has talked to ford and they said that they do offer heavier springs for the truck but I need to get the complete VIN and the option code off the leaf spring in order to get the heavier springs to put on my truck. I realize it's gonna ride rougher but I'll take that instead of having to replace them every 30000 miles! Any help will be greatly appreciated!

brulaz

Why are you replacing your springs and not just adding someting like RAS or Air bags or Timbrens or an extra leaf?