Payload Increase Question
12-01-2014, 10:18 PM
#41
Senior Member
Lets see if this works.
Nope could not attach it but I found it online.
https://www.fleet.ford.com/truckbbas.../2011_F150.pdf
Look at pg10 in the PDF that's pg89 of the document.
There are three frame thicknesses, and two yield strengths as well as 3 different section modulus values. Note that while all the frames are the same ize, the Heavy Duty Payload Package has the greatest frame thickness (0.150).
Nope could not attach it but I found it online.
https://www.fleet.ford.com/truckbbas.../2011_F150.pdf
Look at pg10 in the PDF that's pg89 of the document.
There are three frame thicknesses, and two yield strengths as well as 3 different section modulus values. Note that while all the frames are the same ize, the Heavy Duty Payload Package has the greatest frame thickness (0.150).
12-01-2014, 10:27 PM
#42
Senior Member
That would make sense that the HD got the thickest frame. Oddly, it looks as if the thicker frame has less yield strength. It also looks as if there are several different front spring rates that they used.
Last edited by Wannafbody; 12-01-2014 at 10:38 PM.
12-01-2014, 10:47 PM
#43
Senior Member
Yup there is a lot that goes into it. I don't know if the frame thickness affects the heat treat or maybe the forming equipment has its limits or something else. I think the spring rates are determined by drive train weight and perhaps are affected by center of gravity as wheelbase changes as well as 4X4 vs 4X2. I've wondered why aftermarket springs seem to be the same for a given application.
12-01-2014, 11:34 PM
#44
Senior Member
Aftermarket springrates seem to be quite a bit stiffer. The F150lifts Boss front springs are 700#.
12-05-2014, 02:22 AM
#45
Senior Member
Best way to figure out loads is to go to a scale and weight axles separately. The weight on the rear truck axle is usually the limiting factor.
A good formula to get you close on what you can/should tow is based on the 13% tongue weight rule.
Weight your truck fuel of fuel with everything you normally travel with including people. Subtract that from the GVWR and divide that amount by .13. That result is the maximum trailer weight that you should pull with a proper WDH/Sway Control setup.
My truck with myself and wife scales at 6475. The GVWR is 7600. My Traliers loaded weight maximum is 8250.
I do have E-rated tires with a 2.5" lift (Bilstein) along with a wider stance from wider tires/wheel and Wheel BS change. All that helps a bit with stability. I still might add Hellwig Sway Bars front and rear for even better truck sway control. (of course, that would change my GVWR by the weight of the bars)
7600-6475=1125/.13=8650 so I am in theory safe as long as I don't overload truck payload or trailer payload and have the WDH setup properly. The GCWR is 15+K and my combo is 14.7K. I am good on both counts and my combo tows great.
A good formula to get you close on what you can/should tow is based on the 13% tongue weight rule.
Weight your truck fuel of fuel with everything you normally travel with including people. Subtract that from the GVWR and divide that amount by .13. That result is the maximum trailer weight that you should pull with a proper WDH/Sway Control setup.
My truck with myself and wife scales at 6475. The GVWR is 7600. My Traliers loaded weight maximum is 8250.
I do have E-rated tires with a 2.5" lift (Bilstein) along with a wider stance from wider tires/wheel and Wheel BS change. All that helps a bit with stability. I still might add Hellwig Sway Bars front and rear for even better truck sway control. (of course, that would change my GVWR by the weight of the bars)
7600-6475=1125/.13=8650 so I am in theory safe as long as I don't overload truck payload or trailer payload and have the WDH setup properly. The GCWR is 15+K and my combo is 14.7K. I am good on both counts and my combo tows great.
Last edited by DieselDawg; 12-05-2014 at 02:25 AM.
