bubbabud

Spring wrap is when power is applied the axle tends to rotate opposite the the wheel rotation this causes the springs to twist in an "S" shape and the differential to nose up, when the power overcomes the traction it springs down and the process starts over. Wheel hop. The higher the spring is above the axle center line the more the pressure on the spring.
Drop hitch, the greater the vertical distance below or above the receiver the ball is located the greater the leverage to twist the receiver up or down.

11screw50

Meh, by the numbers I can easily tow what my truck is rated to tow without exceeding GVWR. What I cannot do it tow the rated weight without exceeding GCWR. 2015 was a game changer with regard to payload.

9100lb * .13 = 1168 (ok, so we have a hitch problem too) + 180lb (me) + 100lb misc crap + 150lb WDH + 100lb more misc crap = 1698lb...payload for me is 1818lb.

The problem is 5182lb (truck) + 9100lb (trailer) = 14282lb, GCWR is only 14,400 so not even enough left for the WDH. 8700lb is probably achievable though. (Not that I would even want to do that)

Also, not everything that everyone tows is a TT at 13% tongue weight. See: Boats. But GCWR is still the limiting factor.

But what do I know, I'm not a Ford engineer.

SixShooter14

Same here (GCWR limited)

But I believe Rick was talking about the OP and his 2.7L which typically have a lower GVWR (and therefore payload)

mass-hole

2015's only added payload over the 2014 non-max tow trucks. A nearly identically optioned 2015 Lariat(screw, 6.5', 502A, max tow, etc) had within about 30 lbs of payload of my 2014.

11screw50

Yeah, you're right, the 2.7 payloads are similar to previous gen unless they have the payload package.