mass-hole

You've gotta remember that the old max tow trucks had basically the same GVWR as the new HDPP trucks(7700 lbs vs 7850) and those were on just the regular old 6 lug 9.75 back then. It wouldnt be too far of a stretch to imagine they are using something similar to the 2014 and earlier axle on the new HDPP's.

On the old HDPP's the GVWR was 8200 lbs so I guess that necessitated the 7 lug axle.

mass-hole

You gotta remember that you have the be counted as payload, and since the drivers seat is so close to the front axle most of your weight is there. Same with the passenger. So you get in the truck and add 175 lbs of payload, maybe 150 lbs of that ends up on the front axle. So your 1530 payload drops to 1355, but your rear axle weight only drops by 25 and so you still have 1435 left.

But yeah. If you loaded up your truck and put everything at or behind the rear axle then you might overload it first. I always try to load heavy stuff as close to the cab as possible to spread some of that weight to the front.

My truck is similar to yours, just a 2014. Ive got 1539 lbs of payload since I have the max tow package so I am glad I was paying attention when I bought this truck. I would have had like 1190 lbs if i didnt.

There is a thead here with a spread sheet listing out a bunch of actual trucks GVWR's and payloads. There are several supercrew HDPP trucks on the list and they range from ~2300-2500 lbs. I did find a 2017 XLT Supercrew HDPP truck on a dealer lot and they sent me a pic of the sticker and it was 2486.

https://onedrive.live.com/view.aspx?...K72JuHJWuenvwI

fox252

What axle codes do you have on your F150 Heavy Payload Package?

Atlee

My 2014 F150 HDPP has axle code B6 = 3.73 LS

Here are the facts for my 2014 (last pre-aluminum year) F150 XLT SuperCab 4x4 w/HDPP & Max Tow w/ 3.5L Eco Boost. GAWR F = 4080#. GAWR R = 4800#. GVWR = 8200#. CC = 2,286#. GCWR = 17,100#. WB = 163". Bed = 8'. OEM Tires = LT245/75R17 LRE. Came with 7 lug rims. Rear end = 3.73 Limited Slip. Mechanical not electronic.

PaulWil

Some of the items Ford quotes for the HDPP can be found on other options. Like the big tank and the stronger rear axle. The L9 axle is the HD one with 3.55 vs the L6 is HD with 3.73, Both have locker. What you do get that I liked were a stronger spring package, trans cooler and the L6 rear axle with locker and 3.73 ratio. Also HD alloy wheels and LT tires. GVWR and payload are higher with HDPP.

Here is what I documented on two different rigs. Note the heavier options are missing on the Lariat, like moon roof etc.

https://www.f150forum.com/f82/post-y...32538/index89/
scroll to post # 884

smokeywren

I ordered my 1999.5 F-250 with LS axle (e-locker was not available back then). I learned to use LS, but it was a PITA to get it to lock. I had to use the service brakes and the go pedal at the same time. The e-locker in my F-150 is much, much better. Flip a switch and it's locked.

On the new F-150s, the e-locker axle is now part of the HDPP pkg. Somebody at Ford must have heard me cussing when I was stuck with one rear wheel on a patch of ice when learning to use LS (or PosiTraction as some folks call it).

PaulWil

My first time drive to Baja towing a heavy 5er with my 99.5 F350 7.3 I found an open diff was the pits. Had to be towed, 5er and all, up a steep highway grade because the right side of the highway was oiled down with a big truck axle/diff leak. As soon as I got beck to San Diego I had a Detroit Locker installed.

Atlee

Talk to me please. What do you mean it was a "PITA to get it to lock"? I don't know of any switches to cause the LS to work on my truck. I just figured LS worked when it was supposed to, and didn't when it wasn't supposed to.

smokeywren

That's the way it's supposed to work, but it doesn't always work that way. When stopped with one rear wheel on ice or snow and the other on dry ground or pavement, and on a steep grade dragging a trailer, mine would simply spin the tire on the ice and the other tire did not turn, because the LS was not locked. But returning to idle RPM, then gently pressing the brake pedal while giving it some fuel it would lock the diff and pull out of the problem. After the diff was locked, then giving it more fuel would allow it to accelerate and climb the grade.

The e-locker is much more responsive. Mash the button to lock the diff, and it's locked until you mash the button to unlock it. No need to "know how to drive" to make it work.

Atlee

Thanks. As far as I can tell, my LS is working like it supposed to. I don't remember any instances when one or the other rear tire breaks loose and spins on a slick surface.