Upgraded springs, shocks and LT rated tires are not listed in the 2012 order guide (see below) for the max tow, only for the HD payload pkg. In addition to what I listed above, the HD payload package also includes a frame upgrade (.150 rail thickness - whatever that means). HD payload comes with a 8,200lbs GVWR, max tow with 7,700lbs, I think.
By what is included in the max tow package, I am really not sure what in that package increases the payload. Max tow does not have the heavy duty wheels, frame, springs, shocks, gear/axle from what I see.


Here is what the max tow package includes - according to the 2012 order guide:
Includes:
• Upgraded rear bumper
• Class IV trailer hitch receiver
• 7-pin wiring harness
• Upgraded radiator
• Auxiliary transmission oil cooler
• Trailer Brake Control
• SelectShift Transmission
• Side Mirrors, black manual telescoping trailer tow w/power
glass (includes heat, turn signal & puddle lamps)
• Memory feature included on side mirrors when order with FX
Luxury Package (55F)

 

I did some research. In Canada the Max Tow *definitely* comes with "upgraded rear springs and bushing mounts," but not the fancy mirrors.

In any case, the springs--upgraded or not--are not sufficient for my purposes.

 

Nathan,

I would add a set of SSA28 Supersprings. I added these to my FX4 and I love them. I had them on in about 45 minutes with just two 3/4 wrenches. So easy to do and the ride is nice and stiff, which is what I like.

 

I am definitely leaning towards SuperSprings.

 

IMO, Max Tow 7675 lbs GVWR is just marketing. It weighs 75 lbs more according to GVWRs and payloads, doing the math. What you gain is a rear axle that goes from a standard 3850 lbs to 4050 lbs, in most cases (some models come standard with the 4050 lbs with the 7200 GVWR). You gain the 200 lbs of capacity but gain 75 lbs so you net a gained capacity of 125 lbs. YET, you gain a payload of "400 lbs". It's paper magic. GM has this package as well.

Now the payload with the Max tow went up. Since payload is determined by the braking also, it hasn't been improved either from the 7200 GVWR. Only thing to help payload is rear axle that only gain a net capacity of 125 lbs.

Now in Indiana and most other states, the only thing the law goes by weight wise, is your plated weight. My plated weight is 9000 lbs so I can load my truck up to 9000 lbs and be legal. Doesn't mean it's all that safe, just legal. No law goes by the GVWR or payload rating. Commerical trucks go by the axle ratings along with the plated rating. So the additional GVWR that magically came about means nothing legally.

I would still go by the GVWR and axle ratings for safety as you know you're OK if you stay within the limits. However the more I see of GVWR, Axle ratings, and payloads that don't add up, I'm seeing that these numbers on 1/2 ton trucks are more for marketing, limiting liability, and limiting warranty.

I would try to stay within the GVWR and axle ratings as exceeding these could give cause to a civil case to prove you at fault if an accident would happen.

BTW, cars exceed their GVWR all the time. Most small cars have between 700 - 900 lbs and I know for a fact many that exceed these just with number of passengers and their body fat.

For the security of a known safe handled ride for heavy loads, I'd definitely get the Heavy Duty package.

The Superspring does look to be the best.

 

Sorry for the quotes, but I'm on a mobile and can't edit them out. The thing is this... I don't need the HD package because i don't carry that much weight. My maximum load on the heaviest day is 1000 pounds. Most days more like 800 pounds. But my personal experience of driving F150s for almost 25 years is that a constant weight of 800 pounds day-in and day-out will ruin the springs.

I'm trying to avoid this spring sag that is caused by longterm loads, not heavy loads.

 

I dropped in on my spring shop yesterday to set up an appointment and discussed, SuperSprings, air suspension and add a leaf.

He said air suspension will require maintenance unless I set it up with automatic system which monitors air pressure (big dollars). Otherwise, he said, I should expect to check my air pressure once a month, just to be certain it's not leaking down. So I crossed this off my list.

He said they are currently removing SuperSprings from an entire fleet of 30 trucks because they do not do the job. The SuperSprings are not defective, but they are not effective for an application of a constant heavy load. They are most effective for daily drivers who only occasionally load up their vehicle. If your load is such that the SuperSpring is under constant pressure... not good. This is what he told me.

So it looks like an extra spring for me. He said to load up my truck with its "average full payload" before I bring it in, so that they can evaluate how much spring to add.

Right now, my truck is sitting level with about 8.5 inches (tire to wheel well) on both front and back, and I'll be adding about another 400 pounds as my average payload. How much is the difference between stock fronts and backs on a 2011 EB SuperCab? Does anyone know? Or what sort of difference should I aim for? I'm guessing that I want at least 1/2 inch extra space above the rear tire for when I really "load her up." This would also allow for some natural sag over the next 10 years, which I know will happen.

Or should I aim for an inch difference, front-to-back?

 

How often do you check your tire pressure? Why not just check the air when you do the tires and top up if necessary? You can have the valves in an accessible spot to make it easy.

 

I have airbags on my truck for over ten years. They are great for towing or hauling heavy loads in the bed. The maintenance is minimal and they have saved my leaf springs from needing replacing. I put on the Firestones myself for under 250. Surprising they hold air better than my tires.

 

Adjustability of the air springs for the win.