I don't fear operating at GVWR, change my mind :)
03-17-2019, 11:48 AM
#12
Driving on flat smooth roads, that are nice and striaght, vs hilly curved roads with a lot of bumps would be forces I would consider. A harsh road will put a ton of stress on a maxed out suspension, especially if its hitting the bump stops.
03-21-2019, 07:49 AM
#13
Originally Posted by kehyler
Hi,
I'd like to put forward why I don't fear operating at GVWR. My F150, unladen, has a measured FAW of 3100 and FAWR of 3375, which means that I'm operating at 92% of my FAWR ever single mile of its existence... by design straight from Ford. Now, since people's experience shows that the front axle is proven reliable to operate at >90%, I'll surmise that the much simpler (mechanically speaking) rear axle can do the same. Further, if each axle can do it seperately, I don't see they can't do simultaneously and therefore I would expect the vehicle operating near or at its GVWR could be very reliable. My suspicion is that replace rubber/suspension joints sooner could be induced by such an operation, but that's not all that poor of an outcome.
I am curious for some counter-discussion, you might even convince me that I'm wrong!
Best,
-kehyler
I'd like to put forward why I don't fear operating at GVWR. My F150, unladen, has a measured FAW of 3100 and FAWR of 3375, which means that I'm operating at 92% of my FAWR ever single mile of its existence... by design straight from Ford. Now, since people's experience shows that the front axle is proven reliable to operate at >90%, I'll surmise that the much simpler (mechanically speaking) rear axle can do the same. Further, if each axle can do it seperately, I don't see they can't do simultaneously and therefore I would expect the vehicle operating near or at its GVWR could be very reliable. My suspicion is that replace rubber/suspension joints sooner could be induced by such an operation, but that's not all that poor of an outcome.
I am curious for some counter-discussion, you might even convince me that I'm wrong!
Best,
-kehyler
03-21-2019, 07:51 AM
#14
Senior Member
Thread Starter
YMMV, of course. Most highways I drive on are serviceable.
03-21-2019, 07:51 AM
#15
Senior Member
Thread Starter
03-21-2019, 07:56 AM
#16
Senior Member
Thread Starter
03-21-2019, 07:18 PM
#17
Originally Posted by kehyler
I measured the FAW, and I found the FAWR on my door jam sticker. Why do you ask?
What is the trucks payload capacity?
So I was curious if you had weighed it at a scale?
Last edited by NC F150; 03-21-2019 at 07:21 PM.
03-21-2019, 07:21 PM
#18
Senior Member
Thread Starter
It's just very interesting that there is only 300 lbs of wiggle room in the front axle loading. Yet I imagine your payload is 1400 lbs +. (I don't remember if you gave that number and I can't go back and look at the thread while typing).
So I was curious if you had weighed it at a scale?
So I was curious if you had weighed it at a scale?
03-22-2019, 08:46 AM
#19
Senior Member
As another data point, putting an off-road bumper w/winch on my SCrew, having about 100 pounds of stuff (first aid kit, recovery gear, etc), and sitting my *** in the driver's seat puts me within 20 pounds of the 3600-pound fGAWR (per cat scale). I did add SuperSprings inserts to try to get back to a factory ride height, and I do intend to upgrade the suspension and install stiffer front springs at some point.
03-22-2019, 09:30 AM
#20
F150s are cars masquerading as trucks and are designed with a car duty cycle in mind. Meanwhile F250 and up are viewed as real trucks by Ford and are engineered to operate at rated load for their entire lives. The durability testing between the 150 and 250 up are completely different.