stufus

Honestly so disappointed the HDPP is gone. Finally at a place in life where a new truck is attainable for me and it's gone. Such a bummer. Really wish someone would make a model between a 1/2 ton and 3/4 ton. The gap between an F150 and an F250 is huge. All I ask is for reasonable payload in a daily driver.

The 2455 lb rating for the 2024 F150 is the lowest max payload in an F150 since 1999. I hope some manufacturer steps up and makes a real "heavy duty" half ton.

stufus

Also, in case anyone is wondering, not only is the HDPP gone but the max available payload without the payload pack is the lowest it's been since 2014.

Here's the max payload (& GVWR) ratings for the past several generations:

2000 - 2003:
HDPP - 3100 (7700)
Without - 2325 (6600)

2004 - 2008:
HDPP - 3080 (8200)
Without - 2100 (7050)

2009 - 2014:
HDPP - 3120 (8200)
Without - 2090 (7050)

2015 - 2020:
HDPP - 3270 (7850)
Without - 2640 (7050)

2021 - 2023:
HDPP - 3325 (7850)
Without - 2620 (7050)

spammagnet

Is the SuperDuty a difference class of vehicle and excluded from CAFE calculations? If Ford did introduce an F-200 (pure fantasy and speculation on my part) could it be classed in a way to not affect CAFE?

Yonder37

I believe that CAFE applies to Class 1 and Class 2a trucks, but not to Class 2b and above. The dividing line is a GVWR of 8,500 pounds. The Maverick, Ranger, and F-150 are below that line; the F-250 and F-350 are above it.

The latest-generation F-150 HDPP has a GVWR of 7,850 pounds; previous generation HDPPs had GVWRs as high as 8,200 pounds (based on Post #22 above). So they were all below the 8,500 pound dividing line, and therefore subject to CAFE. Ford would probably have to make significant design changes to a hypothetical HDPP-based F-200 to get it out of CAFE territory.

Note that the Nissan Titan is a Class 2a truck, but there is also a variant, the Titan XD, with a GVWR around 8,650 to 8,750 pounds, which puts it just over the line into Class 2b. But the Titan XD hasn't been selling very well, and Nissan is expected to discontinue it next year.

Superstock 3740

Wrong section

kbroderick

I was wondering about that dividing line last night. Making it a different model that more clearly describes where it falls in the lineup (rather than an option package) might give them more ability to slot it into that 8,500-pound GVWR range while also taking it out of the CAFE mix. I wouldn't be shocked if the engineering to get from that 7,850-pound GVWR to 8,500 pounds was relatively simple given the number of truck configurations Ford has above and below that number and the data (and parts bin) already on hand.

I tried to Google it but couldn't find a clear answer—is 10k the minimum GVWR for a current-gen 250?

Yonder37

According to Ford's 2023 RV & Towing Guide, the minimum GVWR for all 2023 F-250 configurations was 10,000 pounds, with one exception.

The exception is if you opted for the "9,900 GVWR Package". As I understand it, the only item included in this package is a new payload sticker that decreases the rated GVWR by 100 pounds. Apparently it is a popular option in states that charge higher registration fees for vehicles with GVWRs of 10,000+ pounds.

So anyway, yes, there is a significant gap between the maximum F-150 GVWR and the minimum F-250 GVWR.

bisonp

Yeah a lot of people claim they want a heavy duty half ton but the Titan XD was a miserable failure because there is a difference between what people say they want and what they will actually buy. All Titans are being discontinued next year, and a big reason for that may be the misplaced effort they put into the XD.

Sad to see the Titan go. I never liked the current generation but the first generation was pretty dang appealing when it first came out.

dontaskiamanewbie

Ford sees very few sales and a decently equipped XLT can manage so many recreational trailers given RV manufacturers have shifted to lighter trailers as auto manufacturers shifted to more fuel efficient 6-8 passenger SUVs capable of 1300lbs of payload and 5000lbs of towing. Many F-150 owners will admit to being at or above the payload numbers with trailers but able to manage the 3-5 times a year moving it.

I was 50-50 on an F-150 HDPP vs F-250 and gas mileage won out. I also did not have to have the XLT trim as the base model options were more than enough.

mantelope

Here's a speculative thought I had today about the F200 rumors. What if instead of an updated HDPP f150, the F200 is used as the nameplate for a Hybrid version of the F250? It would be an F250 with lower payload, but with an onboard generator which seems like a great fit for construction work that requires some towing payload capacity too. Of course, it wouldn't really be needed for CAFE standards if the weight of the truck is high enough anyway, but one can dream