F150 heavy duty payload

brulaz wrote:
There's all sorts of rumours of Ford putting the Lion V6 diesel in an F150. If that would be a HD Payload F150, it would be a great combo with good payload.

One of the diesel test trucks I saw had the tow mirrors, which hints that a HD tow/payload package might be available with the Diesel.

I'm glad that my current truck (knock on wood) will take me right up to the point that we shop for our retirement motorhome. Shouldn't have to buy another truck!

lbrjet wrote:

brulaz wrote:

lbrjet wrote:

brulaz wrote:

Atlee wrote:
My 2014 F150 XLT Supercab 4x4 with Ecoboost and MaxTow and the HD package has a payload of 2,286#.

The longer length and 4x4 takes a toll on the cargo capacity.

And you don't have the Al body.

GVWR lowered to 7800 on Al body trucks.

True, but that's only a 400# reduction in GVWR from the old 8200#.
And they're claiming a 700# weight reduction with the Al body, for SCrew trucks anyway. So maybe a 300# payload improvement for SCrew in 2015 and above?

700 lbs is the best case scenario, kind of like the brochure payload which never happens. Probably on the 8 foot regular cab. I'm sure most trucks aren't seeing a 700 lb reduction. Everyone expected higher Ford payloads with the lighter trucks, but the lowering of the GVWR's pretty much took care of that. I would guess maybe a hundred higher on average.

One of the 2016 standard payload trucks I looked at was very close to options that my truck has. It did only have the puny little 23 gallon gas tank though. It's tread act payload sticker weight was 1966 lbs. with a 7000 lbs GVWR. That truck weighs 5,034 lbs. My truck weighs 5768 lbs (7350 lbs GVWR - 1582 lbs tread act payload sticker weight). So that 2016 weighs 734 lbs less than my truck but my truck has a heavier 36 gallon gas tank.

If it had the 36 gallon tank, take an additional 150 lbs away for the additional 13 gallons of gas and the additional weight of the larger tank. So I'd say about 1816 lbs for payload with a 36 gallon gas tank. This payload is right at the payload that the Max Tow package trucks from the previous generation had. That also brings the weight difference down to 584 lbs from the previous generation, which is still a pretty significant weight difference.

Seems that Ford just gave all trucks the upgraded payload while the Max Tow doesn't offer an upgraded GVWR now, just greater towing capacity with the hardware to make it possible.

I've been looking at both F150s and F250s. Both are Crew Cab 4WD 3.73 locking axle, 6.5/6.75' bed, XLT, all the same options, with either 5.0L, 3.5L Ecoboost or the 6.2L Super Duty Engine.

The bang for the buck is the F250. It is by far the cheapest. The F150 with Max Tow and HD payload package is another grand while the 5.0L is about $500 cheaper.

In fact the F250 is actually $3250 cheaper than the Ecoboost with Max Tow and HD Payload because of the F150s crappy rebates.

I run the numbers and continuing to drive a F150 is the best choice because I put about 18,000 miles per year on my truck. "WHEN" gas goes back to about $3.60 a gallon, and it will, I'll be paying about $130/month more to drive a F250 over my current truck.

That's why I decided against the F250 truck I test drove and fell in love with. I've found that most people here and at other forums are getting around 12 to 13 mpg on an average mixed drive. I get around 17.5 mpg.

I really don't want to throw away $130 per month on gas. I also can't be paying $49K for a F150 either! Yes it's the HD payload truck but it has many limitations as I was going to consider buying one.

Besides it's lower axle ratings, it has a lower receiver hitch rating as well. Even though a gasser 6.2L F250 only comes with the 12500/1250 lbs receiver, it can be swapped out for a model that meets or exceeds the 14000/1400 lbs model that comes on the Diesel.

Also the F150 lacks the capability of a HD snow plow even though it can use light duty plows. The new 2016 F150 is over "2100 lbs" lighter than a 2016 F250 also. Even without sway being a problem, wind will push this truck all over compared to a F250. Also, a F250 with it's weight will man handle a trailer much easier in an emergency maneuver.

The Decked out XLT F250 I was looking at was about $48200. Most standard payload F150s on the dealers lot are over $50K.

I haven't bought yet because I'm pissed. Pissed that I can no longer buy a standard or HD payload truck for a decent price. My truck being only 4 years old, was only a bit over $32K. Now to buy a truck with the same features, it's $48000 MSRP and what I'd pay would be "$43500"!!! This truck is NOT worth over $10K more than my current truck. In fact, I like my truck much better!

I like it's standard mirrors better, I like it's looks, stance, heavier weight better, and it's standard 36 gallon gas tank (new standard is a puny 23 gallon tank). I also like that it's STEEL! Not fond of all aluminum truck on a dissimilar metal, Steel frame. Don't know how long those special mounts will keep Galvanic corrosion from happening if they break down from wear and tear, or salt and snow.

I'm having a very hard time, spending my hard earned money on a lesser truck (IMO) that's over $10K more!

Really REALLY liked that F250!

brulaz wrote:
There's all sorts of rumours of Ford putting the Lion V6 diesel in an F150. If that would be a HD Payload F150, it would be a great combo with good payload.

Do not know, it is only 3 Litre like the Global models and the payload all up would be roughly 3,000lb. I think the 5 Litre Cummins would be a better fit.

transferred wrote:
The Euro Chassis Cabs compete more with say the 5500-series trucks, do they not? With 19.5K GVWRs but a pickup cab, height and footprint (depending on frame length chosen).

I know some of the pickups available in the UK like the Hilux and L200 have useful 2,500lb payloads and fuel efficient 4-cyl diesels. The main advantage to the American pickups is in towing, where the engines since 2000 have offered tremendous power. Braking and frames are also evolving and with single rear wheel conventional pickups being able to seat 6, easy to park yet handle pin weights of more than 4,000lbs. That kind of payload is also handy for landscaping duties etc too, with or without use of a trailer.

For the OP, one word of warning re the new F150 regular cabs is their crash safety, though Ford may have re-added the structures that are present in the crew cabs. I hope so anyway. No doubt the HD payload package sounds like a must have option, strange they seem so hard to find on lots. As others said, likely due to a lack of education re these kinds of vehicles.

Basically they do compete with the F550 etc. want any bigger than that, then get a Truck here, Lorry in the UK. They are used in vast numbers in Europe, IVECO Daily has a GAWR greater than a F450., Payload up to 10,000lb
The " 1 Tonne Pickups" have a considerable Off Road ability, not part of the US Pickups normal inventory. One reason they are used on smaller European farms, they can easily go Off Road and carry a sizeable load. Still you are going to see, many Cab Chassis Vans and " Lorries" depending on need on the Farms. Pickups used as personal transport, and a load carrier on a Farm . Pickups are mainly used as light work vehicles, mainly on Farms, (only 60,000 sold in Europe last year) , not as personal transport, one reason so few sold in Europe, Generally . Cars and increasingly SUV's are the personal vehicles of choice.

There's all sorts of rumours of Ford putting the Lion V6 diesel in an F150. If that would be a HD Payload F150, it would be a great combo with good payload.

The Euro Chassis Cabs compete more with say the 5500-series trucks, do they not? With 19.5K GVWRs but a pickup cab, height and footprint (depending on frame length chosen).

I know some of the pickups available in the UK like the Hilux and L200 have useful 2,500lb payloads and fuel efficient 4-cyl diesels. The main advantage to the American pickups is in towing, where the engines since 2000 have offered tremendous power. Braking and frames are also evolving and with single rear wheel conventional pickups being able to seat 6, easy to park yet handle pin weights of more than 4,000lbs. That kind of payload is also handy for landscaping duties etc too, with or without use of a trailer.

For the OP, one word of warning re the new F150 regular cabs is their crash safety, though Ford may have re-added the structures that are present in the crew cabs. I hope so anyway. No doubt the HD payload package sounds like a must have option, strange they seem so hard to find on lots. As others said, likely due to a lack of education re these kinds of vehicles.

jerem0621 wrote:
2944 lbs of payload! Not too shabby.

Wonder what that would be in a SuperCrew and an EcoBoost... 2400 ish lbs?

Thanks!

Jeremiah

Jeremy, the Mazda here has the best Payload of the DualCabs at 2,500lbs, which is your SuperCrew. A lot of people are going to the Euro Cab Chassis's if they constantly haul very heavy loads( up to 10,000lbs) but do want a Truck as far as ride and handling

Wow, good thread! Never heard about the "lurker".
Fact of he matter remains, in general, the rear diff is the last thing that's going to come apart from towing too heavy with a "stock" truck. May bust a spring, snap an axle, bend a hitch but the engine is never going To send more power through the diff than it makes and it's designed to work with that diff. Period. Yes lurker must be a pos loser.
That said, I had a brand new truck, 01 Ram 1500 with optional 4.10 gears. Only year they offered 4.1s for a long time. Same 9.25 corporate Dana 44 knockoff axle used successfully in dodges dating back to the 60s?
It roached 2 ring gears in less than 2000mi. Towing. Left me sitting on the side of the road hundreds of miles from home both times. Diamler at the time told me I overloaded the truck. Not even close to max tow, rawr or gvw. Second dealer felt so bad I got a free 100k bumper to bumper warranty from them!
3rd r and p set was installed and I pulled out with my trailer and never had another problem in 150kmi.
Point is, you can get a defective part. If I didn't understand that and real world abilities of components I would be spouting off on here about how you can't tow with anything less than a dually, when in reality, DC had a bad batch of ring gears built for their "new" 4.1 axle option that year.