parker.rowe wrote:
demiles wrote:
This point you brought up is actually proof of what I’ve been saying in regard to the HDPP trucks. If the HDPP trucks could achieve sway damping and understeer gradient limits at a higher trailer weight the numbers would be higher, but they’re not. This is the reason why when the GVWR increases GCWR decreases. There’s nothing about the HDPP trucks that will substantially increase TWR over Max GCWR/MT only trucks and Ford’s own towing guide proves it.
I still would want the HDPP if I was buying a F150 mostly for towing though...if only for the 3.73's and the bigger 9.75 rear.
I tend to believe that the people that design the trucks and have access to all of the data are in a better position to know which axle is more suitable but I would like to see one that can handle both the weight and the towing.
FYI, there is only a 5% difference between the 3.73 gears and the 3.55. The 10 speed transmission dropped first gear and gives you a 7% lower ratio with the 3.55 gears than the 6 speed had with the 3.55 plus it can keep you in better gear ratios at all speeds. Ford did not drop first gear more because they just don't need to without more traction.
Some interesting gear charts here: https://www.google.com/search?q=f150+gear+ratio+chart&tbm=isch&source=iu&ictx=1&fir=LLLJMGYvbUjv5M%253A%252Cn0fI3gHUnZvK1M%252C_&usg=AFrqEzfZ_SDne0Ypud3SYaNuWTYW3-bf7A&sa=X&ved=2ahUKEwjTrO-CmI3dAhUFnKwKHVx1A10Q9QEwBHoECAUQDA#imgrc=LLLJMGYvbUjv5M:
