My Powerboost has 20" rims, and the max tow package. The max payload is 1810. I'm thinking about running 18" summer wheels when I'm running an 1000 lb camper and allowing 600 lbs of stuff like people, gas, and an ice chest. I've got snow wheels on it now, and won't run that payload until Summer.

Normally, I like payload to be 1/2 of rated just to be safe, but to do that I need a F250 and I've already made that decision.

It has gas shocks. My plan is to run max load tires, and not lift it. I'm wondering about springs and anything else don't know what to ask about?

 

It's perfectly fine to load up to the maximum payload without any modifications. The car will handle it well.

What people fail to realize that gets them in trouble is that everything that wasn't on the truck from the factory counts against payload. This means the driver, the passengers, the grille guard, the tonneau cover, the cap, the junk in the glovebox and the door pockets, that one box that always stays in the bed, the bedliner (unless factory equipped), the aftermarket skid plates, and so on and so forth. And the other thing people typically forget is that the tongue weight of their trailer counts against that payload too.

To put it more simply, the truck and all of its contents and weights attached to it cannot exceed the GVWR. If you don't know what your unloaded weight is with all your accessories and normal junk, you can take it to a CAT scale or junkyard scale and have it measured.

That said, if you plan on loading near the maximum payload frequently, there are a few things you can do to make it easier and more comfortable. For example, airbag kits for the rear springs significantly improve control while loaded and prevent squat. Unlike helper springs, they also don't affect the ride unloaded if you take the time to let the air out.

Truck bed campers in particular pose another issue, and that is a raised center of gravity. You will want to stiffen the rear suspension somehow. Air springs or helper springs will help. A stiffer swaybar will also make a big difference. If you add air springs, plumb each bag to a Schrader valve individually (instead of to a tee and a common valve) to help minimize body roll.

You could also install the springs out of an HDPP truck to gain some extra stiffness. I would bet you could order factory springs on Ford Parts.

 

I am a pilot and you'd be amazed at what simply leaning forward or backward in your seat will do to CG. My wife and I were ready to start our descent - I just had us lean forward. 500' fpm descent with hands off the controls - perfect. Lean back? Climb at 500' fpm - all of this and we're only 300 lbs moving 18". Loading a private aircraft with full fuel, four passengers and all the stuff you can imagine is a very expensive aircraft - which I don't have.

I am going with the a popup style camper to keep CG low. My Powerboost is max tow, but not max payload. In a non-pandemic world, I would have ordered it with max payload. (Although I'm not sure that's actually possible.) I have no plans for a trailer - I'm not messing with them deep in the forest or desert where we like to go.
More than half the year the truck won't have the camper on - like the airbag suggestion. I'll start looking for a lightweight airbag kit.

Thank you!

 

Despite air bags can help with drivability, just keep in mind (I’m sure you know, right ?) that no added device can inacrease your GVWR. You can increase payload by removing weight, but we usually observe quite the contrary.

 

Yes, thank you, I know what GVWR is. Before the internet, I drove trucks so far over GVWR I shudder at the memory. It's what we did back then.

 

I haven't used one of their F150 products, but I've had a good experience with Air Lift brand Air springs in a different application. (I have their bags front and rear in my TJ coils.)

They definitely make a difference. Sagging from weight? Pump them up! Also makes the suspension ride like it is unloaded since the extra spring rate compensates for the added weight.

They will reduce body roll if plumbed individually. If plumbed together, they still lift and stiffen, but will still allow a bit more axle flex as the air moves from one bag to the other. Plumbing them individually prevents this air movement, resulting in reduced body roll. It also gives you the capability of leveling side to side by putting different air pressures in the left and right bags.

If I was in your situation, I would personally consider taking out the rear blocks, which would drop the end 1.25" or so, and then adding airbags for the equivalent of a 2WD F150 (this assumes you have a 4WD). In this scenario, you've leveled the truck a bit unloaded, and when loaded, you can simply pump up the air springs to stay level and also gain some extra stiffness. No change in front end alignment, no change in handling unloaded, maybe a tiny improvement in handling loaded. Plus you gain a slightly lower rear center of gravity.

I wouldn't be worried too much about a pop-up changing the center of gravity. I moreso imagined a giant Lance slide-in camper. These trucks are far wider than anything from.a few decades ago, and you have to raise the COG pretty high to roll it on road or gravel. That said a higher COG will yield a bit more of a wandering or uncontrolled feeling, but it won't be like you're driving a CJ on 40s or anything.

 

[QUOTE=F150_208;7080525]I am a pilot and you'd be amazed at what simply leaning forward or backward in your seat will do to CG. My wife and I were ready to start our descent - I just had us lean forward. 500' fpm descent with hands off the controls - perfect. Lean back? Climb at 500' fpm - all of this and we're only 300 lbs moving 18".

I am also a pilot. Of the 3 airplanes I have, two would respond just like you describe.
The third, a Cessna 182 is rock solid in cruise and I have always called it my flying truck. It will fly with almost everything that will fit through the door..

 

[QUOTE=Independence Driver;7080633]My ascent/descent experience was in a C182N. My buddy had a C182P - both of us experienced flight slightly out of w&b and experienced loss of elevator authority in two different scenarios. Between us, we've owned a 182 for over 40 years. You might be able to carry anything that fits through the door, but the POH note about full fuel and 4 passengers is real. We both dealt with it, but it was something like being over GWVR with a trailer dancing on the freeway. You never quite forget "that time."

 

Mine is a 182P, which I been flying off and on since 1977 (same airplane). Big wide CG envelope and stable. Get it aft loaded and pitch control does get a lot lighter.
I have owned a Grumman AA-1B for 40 years and I am restoring an original AA-1 Yankee These airplanes can loose or gain altitude by just leaning forward or back. or just reaching for a water bottle. But much more fun to fly. The 182 is my flying truck, the Grumman is for going after those imaginary bogies.

 

Airpark Living....!