I pulled my skid steer around for two years. I have the 5.0 and 3.55 gears, and I had to add Supersprings (basically another leaf) to the rear so my headlights were not pointed upward. It killed my mileage, but it worked fine. I set my trailer brake controller at 5.

 

Insurance doesn't have squat to do with the rating. It's determined by SAE J2807, which includes among many things, meeting understeer and sway dampening requirements. Weight Carrying greatly affects these two elements, and are likely the main determinants in the WC limit.

Also, there are no holes in the F150 frame specifically for hitches. There are holes that the aftermarket manufacturers take advantage of when designing their product, nothing more.

 

Anything to back up these claims?

 

Nothing at all to back it up.

But they bend in a collision, very clearly designed that way. Out of the 4 aluminum F150s we’ve owned 2 were wrecked and that hitch is designed to bend.

Get a good 30 inches up into the frame with a nice thick hitch and you will need a new frame rail(s) if someone hits you at 10-15 mph.

The last gen GM trucks were like that too. My employee had one, since I paid truck allowance I took a look at it one morning he was rear ended and late to work. Sure as **** that hitch bumper crap was bent from getting hit at 10mph.

 

Swap it out and tow, try it.

The stock hitch sucks.

The stock shocks suck too.

 

I'd rather not. The oem hitch is the structural bumper, and is designed to do a job. I WANT it to deflect, much less chance of the rear crumple zone giving way, or of transmitting 95% of the impact force into the cab when using a hitch that bypasses the rear crumple zone entirely that also won't bend at all because it's got that "I don't need no stinkin' WDH!" holy grail rating.

Five years on this forum, I'm still waiting for someone to take measurements and prove the oem hitch is a wet noodle that lets trailers bounce all over the place and is a danger to drivers everywhere.

 

Replacing the stock hitch and putting a hitch on that can take way more than 500 lbs tongue weight(No WDH) is a bad idea. Not just about crumple zones, these trucks weren't designed to have that kind of weight back there.
The HD frame will be more tolerant than the LD frame, and the HDPP frame the most tolerant. But at some point you could risk structural damage with, for example, 1000 lbs of tongue weight. And I would bet a firm handshake that even the 9.75 semi floater would be overloaded at that point. The 8.8HD would certainly be way beyond its limits.

 

Can you show me proof of that. Haven’t had any issues myself.

Literature from Ford says its fine.

But then again I am trying to order a 23 Limited Superduty with 10k GVWR or 9,900, which the camper guide says I can, but Ford says I cant. So maybe the F150 guide has a typo and you guys have an engineering connection at Ford.

As far as 1,000 lbs putting the rear axle over, that would only occur if you have 999 lbs of rear axle capacity left.

I would like the source because I will force my hitch manufacturer to warranty my truck as their engineer is wrong?

 

Leverage.

1000 lbs of tongue weight does not equal 1000 lbs of weight on the axle.

Why get a superduty when you can slap any hitch on a F150 and be good to go? Why get the whole superduty when all you need is stronger springs for more payload?

 

Leverage doesn’t add #, you can put 999lbs on the roof or on the bumper and the truck will weigh the same.

Yall need to RTFM and guides.

I dont understand the superduty vs f150 analysis, totally different levels of capabilities.