F150 heavy duty payload

[meesda]

Just spote the first 2016 HD payload on internet. Straight cab 8 feet bed. Does anyone have any info if crew cab HD will be available in 2016?

http://www.hannafords.ca/new-inventory/index.htm?trim=REGULAR+CAB+XLT+*HEAVY+DUTY+PAYLOAD*+4X4+5.0L+V8&&&&model=F-150&

[atwowheelguy]

There are lots of different F150 truck payloads.

These are a few of the ones being collected over at the F150 forum.



This is one difference between the 150s and the 250s.

[Fordlover]

BenK wrote:

Fordlover wrote:

BenK wrote:
Know won't get much of a response, but curious why folks understand payload,
cargo, MTWR, etc as a NUMBER, but refuse to use the GVWR number and
only use marketing verbiage...like F150, 1500 half ton

There are over a dozen DIFFERENT F150's and ditto GM, but there is only one
7,400 GVWR Ford or GM or any other OEM. Ditto a 7,200 GVWR. Ditto a 6,800 GVWR, ETC

They are also, *ALL* half tons. Ditto that they are *ALL* F150's or 1500's...

Also, many prefer to use the number of wheel lugs...

Just curious why?...but really know why and the OEM marketing ID managers also
know why...

Because it says F-150 on the fender, tailgate, etc. and everyone knows what a F-150 is.

You can tell your co-worker you just bought a brand new Chevy 7800 GVWR but people are just going to look at you like you sprouted two heads. You might enjoy educating the general populace on the finer points of a 7000GVWR vs. an 8200GVWR but unless the individual is interested, you'll bore the hell out of them. And then they start avoiding you in the break room, or at least that's what I do to people that tell a 30 minute story that I've got no interest in.

You miss the point and do agree with you on out of contextual placement
at the super market check out line...

In context...this is a Towing/RV site...where folks come here looking
for information/help

So, yes, they all or most all "think" one F150 is no different than
any other F150. They all have the same marketing badge. 'Some' have
prefix/suffix marketing nomenclature. "HD", "Max Tow", etc to differentiate
between them...only some times and most times that nomenclature is
either out dated from the last gen, or just changed at the whim of the
OEM's marketing ID person(s)

Just re-read this post, or any of these posts, and you will see the
confusion among the question and even advisers

I'm here because someone from one of my Suburban sites asked me to
check out someone's post in reference to Suburbans...and have stayed.
Mainly because of the many lurkers PM's asking about a post.

One in particular to this individual thread and the over arching topic
from just a few years past

Got a PM from someone who just got back from a ruined DisneyWorld
vacation. They never made it down there...and had to turn back after
spending all of their vacation money and then some more on the repairs
on their credit cards, etc, etc

He wanted to file a lawsuit against an adviser on this portal and told
him that the advice on these freebie forums is worth what he paid to
join...nothing.


An adviser on this forum told everyone that he has a F150 and towed
that sized trailer all over for many, many years with no problems

So this lurker bought a similar trailer and planned that spoiled vacation
based on that guys recommendations...

Well, that adviser has a the 'fake half ton'...AKA F150 and back then
marketing badge with F150HD...or ~8,200 GVWR with an ~6K RGAWR...what
some of you advisers reference checking the number of wheel lugs: 7
and on the GM's fake half ton version: 8 lugs

The lurker has a 'regular' F150 of the lower end of these half tons
A 6,800 GVWR and a +4K RGAWR. To you folks who insist on NOT using
GVWR...a 6 lug F150 or regular half ton, which is in addition on the
lower GVWR of half tons...there is an even lower rated 'half ton'
and is at 6,200 GVWR

He burned up his diff on the way down there at about 1,000 miles from
home.

Had to rent a room for his family, pay an outrageous amount to have
the local Ford Dealer rebuild his diff. Lost his deposit in Florida,
spent several day in the middle of no where waiting for the parts
to be delivered and installed

He never returned my PM asking how it went towing back home, where that
same distance and trailer burned up his diff...

Not all 'half ton' TVs are the same and the specific of GVWR is much
better reference in providing advise...IMHO

So when you reference "F150"...which half ton are you referencing
out of the 14 or so different GVWR F150's?...and do you know which
one the newbie asking has?

Agreed Ben with all you say.

I've seen a post recently where someone implored the group to start referencing trucks by GVWR, rather than brand/model/etc. While I think it would be great, reality says it won't happen. I can't tell you the GVWR of my truck, because I've long since done the math and been satisfied my current trailers are within my trucks capabilities. The GVWR is listed in one place on my truck, in tiny 10 pt. font, on a sticker that I haven't looked at in >6 years.

I always say, caveat emptor. Some people want a quick answer to their problem, and don't want to do the homework (doublecheck) themselves to ensure they have the correct answer. I have a feeling the poster you referred to is one of those.

While I feel bad for that person, unless they learn a lesson, they will always be one of those "a fool and his money will soon be parted."

[BenK]

Fordlover wrote:

BenK wrote:
Know won't get much of a response, but curious why folks understand payload,
cargo, MTWR, etc as a NUMBER, but refuse to use the GVWR number and
only use marketing verbiage...like F150, 1500 half ton

There are over a dozen DIFFERENT F150's and ditto GM, but there is only one
7,400 GVWR Ford or GM or any other OEM. Ditto a 7,200 GVWR. Ditto a 6,800 GVWR, ETC

They are also, *ALL* half tons. Ditto that they are *ALL* F150's or 1500's...

Also, many prefer to use the number of wheel lugs...

Just curious why?...but really know why and the OEM marketing ID managers also
know why...

Because it says F-150 on the fender, tailgate, etc. and everyone knows what a F-150 is.

You can tell your co-worker you just bought a brand new Chevy 7800 GVWR but people are just going to look at you like you sprouted two heads. You might enjoy educating the general populace on the finer points of a 7000GVWR vs. an 8200GVWR but unless the individual is interested, you'll bore the hell out of them. And then they start avoiding you in the break room, or at least that's what I do to people that tell a 30 minute story that I've got no interest in.

You miss the point and do agree with you on out of contextual placement
at the super market check out line...

In context...this is a Towing/RV site...where folks come here looking
for information/help

So, yes, they all or most all "think" one F150 is no different than
any other F150. They all have the same marketing badge. 'Some' have
prefix/suffix marketing nomenclature. "HD", "Max Tow", etc to differentiate
between them...only some times and most times that nomenclature is
either out dated from the last gen, or just changed at the whim of the
OEM's marketing ID person(s)

Just re-read this post, or any of these posts, and you will see the
confusion among the question and even advisers

I'm here because someone from one of my Suburban sites asked me to
check out someone's post in reference to Suburbans...and have stayed.
Mainly because of the many lurkers PM's asking about a post.

One in particular to this individual thread and the over arching topic
from just a few years past

Got a PM from someone who just got back from a ruined DisneyWorld
vacation. They never made it down there...and had to turn back after
spending all of their vacation money and then some more on the repairs
on their credit cards, etc, etc

He wanted to file a lawsuit against an adviser on this portal and told
him that the advice on these freebie forums is worth what he paid to
join...nothing.


An adviser on this forum told everyone that he has a F150 and towed
that sized trailer all over for many, many years with no problems

So this lurker bought a similar trailer and planned that spoiled vacation
based on that guys recommendations...

Well, that adviser has a the 'fake half ton'...AKA F150 and back then
marketing badge with F150HD...or ~8,200 GVWR with an ~6K RGAWR...what
some of you advisers reference checking the number of wheel lugs: 7
and on the GM's fake half ton version: 8 lugs

The lurker has a 'regular' F150 of the lower end of these half tons
A 6,800 GVWR and a +4K RGAWR. To you folks who insist on NOT using
GVWR...a 6 lug F150 or regular half ton, which is in addition on the
lower GVWR of half tons...there is an even lower rated 'half ton'
and is at 6,200 GVWR

He burned up his diff on the way down there at about 1,000 miles from
home.

Had to rent a room for his family, pay an outrageous amount to have
the local Ford Dealer rebuild his diff. Lost his deposit in Florida,
spent several day in the middle of no where waiting for the parts
to be delivered and installed

He never returned my PM asking how it went towing back home, where that
same distance and trailer burned up his diff...

Not all 'half ton' TVs are the same and the specific of GVWR is much
better reference in providing advise...IMHO

So when you reference "F150"...which half ton are you referencing
out of the 14 or so different GVWR F150's?...and do you know which
one the newbie asking has?

[Fordlover]

BenK wrote:
Know won't get much of a response, but curious why folks understand payload,
cargo, MTWR, etc as a NUMBER, but refuse to use the GVWR number and
only use marketing verbiage...like F150, 1500 half ton

There are over a dozen DIFFERENT F150's and ditto GM, but there is only one
7,400 GVWR Ford or GM or any other OEM. Ditto a 7,200 GVWR. Ditto a 6,800 GVWR, ETC

They are also, *ALL* half tons. Ditto that they are *ALL* F150's or 1500's...

Also, many prefer to use the number of wheel lugs...

Just curious why?...but really know why and the OEM marketing ID managers also
know why...

Because it says F-150 on the fender, tailgate, etc. and everyone knows what a F-150 is.

You can tell your co-worker you just bought a brand new Chevy 7800 GVWR but people are just going to look at you like you sprouted two heads. You might enjoy educating the general populace on the finer points of a 7000GVWR vs. an 8200GVWR but unless the individual is interested, you'll bore the hell out of them. And then they start avoiding you in the break room, or at least that's what I do to people that tell a 30 minute story that I've got no interest in.

[tragusa3]

lbrjet wrote:

tragusa3 wrote:
I haven't shopped enough to argue the point, but I did just go to the Ford website and did the "build your own" thing. Pretty closely equipped to what I have, the MSRP shows $43,479. My MSRP (2013 model) was $46,xxx. Not sure if I see the huge increase???

If you paid 32 for a 46,xxx truck my hat's off to ya.

My memory is about $8500 in rebates at the time and a special plan through my mother in law being retired from Ford. But I think I could have negotiated real close without that.

[otrfun]

I considered the F150 with the HD Payload package about a month ago. Had two dealers check inventory for the entire western US. They found two, both in a regular cab configuration. Unless one wants a work truck configuration, looks like special order is the only option.

Have yet to find a Ford dealer that even knows this option exists, or is even remotely aware of the potential it has to truly create/compete in the "tweener" market segment . . . the very market segment the Nissan XD Cummins was supposed to create/compete. It's sad and disappointing that Nissan is selling a truck with a gooseneck option that only has 1400 lbs. of payload (when fully optioned in its highest trim level). On the flipside, I suppose you could fault the F150 with the HD Payload package as a "poser", too. A truck with 2500-3000 lbs. of payload being pushed down the road with a 1/2-ton, gasser drivetrain.

Me, I got tired of tired of all the compromises and disappointments with all these trucks. Glad I pulled the trigger on my Ram 3500 4x4 Cummins. Due to the Ram's competitive sales environment, I paid the same price for this truck as several friends of mine paid for their new 1/2-ton 4x4's. Yes, the diesel costs more to operate. It's definitely not for everyone. But, it is a no-holds barred, complete solution to my payload requirements.

[lbrjet]

tragusa3 wrote:
I haven't shopped enough to argue the point, but I did just go to the Ford website and did the "build your own" thing. Pretty closely equipped to what I have, the MSRP shows $43,479. My MSRP (2013 model) was $46,xxx. Not sure if I see the huge increase???

If you paid 32 for a 46,xxx truck my hat's off to ya.

[BenK]

Know won't get much of a response, but curious why folks understand payload,
cargo, MTWR, etc as a NUMBER, but refuse to use the GVWR number and
only use marketing verbiage...like F150, 1500 half ton

There are over a dozen DIFFERENT F150's and ditto GM, but there is only one
7,400 GVWR Ford or GM or any other OEM. Ditto a 7,200 GVWR. Ditto a 6,800 GVWR, ETC

They are also, *ALL* half tons. Ditto that they are *ALL* F150's or 1500's...

Also, many prefer to use the number of wheel lugs...

Just curious why?...but really know why and the OEM marketing ID managers also
know why...

[Fordlover]

I just built one as well, and for an ecoboost with the HD payload and Max tow, crew cab 4x4 XLT the MSRP was ~47K before any incentives. Not a loaded out truck, but has the tow mirrors, backup camera, new trailer backup assist, fog lights, aluminum wheels, LT tires, auto headlights, etc. Knock the HD/MT packages off and the price drops about 3 grand.

Not sure where he got the 60K XLT figure from. Maybe that's in canadian $$?

[tragusa3]

I haven't shopped enough to argue the point, but I did just go to the Ford website and did the "build your own" thing. Pretty closely equipped to what I have, the MSRP shows $43,479. My MSRP (2013 model) was $46,xxx. Not sure if I see the huge increase???

[lbrjet]

tragusa3 wrote:

Gdetrailer wrote:

Grit dog wrote:
Do any of you weight cops think that maybe, just for a minute, Ford (or insert your favorite brand here) has enough safety factor built into the truck that they don't care where you put the payload?
We are getting back to the "1/2 tons can only haul a sack of groceries" argument.
Idk if the new style 150s went back to smaller axles for the HD package, but I've had a coup,e of the 7 luggers over the years that got loaded up like typical construction vehicles. Put overloads on them to keep the back end off the ground. Beat em like a rented mule and never seen any rear axle/spring failures.

OK, I will be the lone dissenter on this comment but..

I HAD a 97 150 "HD", that was the year that Ford was changing body styles and they had TWO COMPLETELY DIFFERENT "F250s"..

They had the LIGHT DUTY F250 on the NEW body style and the had the SD F250 on the old body style.

The LIGHT DUTY F250 REPLACED the F150 HD for that year.

That thing ate brakes for breakfast lunch and dinner and for snacks it ate suspension parts..

At 50K miles the brakes were shot and ate the rotors in the process.. New brakes and rotors went another 50K and were done..

Suspension well at 60K needed new ball joints, front bushings idler arm and pretty much all other parts you could think of..

At 120K needed brakes again, new shocks, rear leaf spring bushings were squawking but I ignored those..

At 130K the front end parts were getting sloppy once again..

At 140K was the last straw when the ABS decided to malfunction and the garage gave a quote of $3500 min..

Traded in for a brand new 2003 SD F250 at 145K miles and will never look back at a F150 or a F150 HD...

First set of brakes on the SD F250 was at 80K miles!, Ball joints at 150K miles and all the other suspension parts are still original..

No comparison, I still have the 2003 SD F250 and it now has just about 200,000 miles.. Getting ready to let my DD use it when she passes her driving test..

As far as squabbling over Payloads.. Really, 1900-2,000 lbs is peanuts.. my current 2013 SD F250 has a payload of 3415 lbs.. AND it didn't cost $60K to get that (F150 HD with EB, crew cab, XLT or higher with HD payload will start at $60K and go up..)

Buy a toy, it is your choice to do so but there ARE trucks out there that you do not have to count potato chips for payload..

My F150, EB, Crew Cab, XLT cost $32k and is only missing the HD payload option from your description, which I don't think is $28k additional?

Go take a look at at a new F150, EB, Crew Cab, XLT. Nowhere near 32K.

[mhamershock]

Gdetrailer says "Get off my lawn" a lot I bet.

[Merrykalia]

Gdetrailer - lots of things have changed in the vehicle since 1997 trucks. The ecoboost didn't start until 2011 models. They changed lots and lots of things.

[tragusa3]

Gdetrailer wrote:

Grit dog wrote:
Do any of you weight cops think that maybe, just for a minute, Ford (or insert your favorite brand here) has enough safety factor built into the truck that they don't care where you put the payload?
We are getting back to the "1/2 tons can only haul a sack of groceries" argument.
Idk if the new style 150s went back to smaller axles for the HD package, but I've had a coup,e of the 7 luggers over the years that got loaded up like typical construction vehicles. Put overloads on them to keep the back end off the ground. Beat em like a rented mule and never seen any rear axle/spring failures.

OK, I will be the lone dissenter on this comment but..

I HAD a 97 150 "HD", that was the year that Ford was changing body styles and they had TWO COMPLETELY DIFFERENT "F250s"..

They had the LIGHT DUTY F250 on the NEW body style and the had the SD F250 on the old body style.

The LIGHT DUTY F250 REPLACED the F150 HD for that year.

That thing ate brakes for breakfast lunch and dinner and for snacks it ate suspension parts..

At 50K miles the brakes were shot and ate the rotors in the process.. New brakes and rotors went another 50K and were done..

Suspension well at 60K needed new ball joints, front bushings idler arm and pretty much all other parts you could think of..

At 120K needed brakes again, new shocks, rear leaf spring bushings were squawking but I ignored those..

At 130K the front end parts were getting sloppy once again..

At 140K was the last straw when the ABS decided to malfunction and the garage gave a quote of $3500 min..

Traded in for a brand new 2003 SD F250 at 145K miles and will never look back at a F150 or a F150 HD...

First set of brakes on the SD F250 was at 80K miles!, Ball joints at 150K miles and all the other suspension parts are still original..

No comparison, I still have the 2003 SD F250 and it now has just about 200,000 miles.. Getting ready to let my DD use it when she passes her driving test..

As far as squabbling over Payloads.. Really, 1900-2,000 lbs is peanuts.. my current 2013 SD F250 has a payload of 3415 lbs.. AND it didn't cost $60K to get that (F150 HD with EB, crew cab, XLT or higher with HD payload will start at $60K and go up..)

Buy a toy, it is your choice to do so but there ARE trucks out there that you do not have to count potato chips for payload..

My F150, EB, Crew Cab, XLT cost $32k and is only missing the HD payload option from your description, which I don't think is $28k additional?

[Gdetrailer]

Grit dog wrote:
Do any of you weight cops think that maybe, just for a minute, Ford (or insert your favorite brand here) has enough safety factor built into the truck that they don't care where you put the payload?
We are getting back to the "1/2 tons can only haul a sack of groceries" argument.
Idk if the new style 150s went back to smaller axles for the HD package, but I've had a coup,e of the 7 luggers over the years that got loaded up like typical construction vehicles. Put overloads on them to keep the back end off the ground. Beat em like a rented mule and never seen any rear axle/spring failures.

OK, I will be the lone dissenter on this comment but..

I HAD a 97 150 "HD", that was the year that Ford was changing body styles and they had TWO COMPLETELY DIFFERENT "F250s"..

They had the LIGHT DUTY F250 on the NEW body style and the had the SD F250 on the old body style.

The LIGHT DUTY F250 REPLACED the F150 HD for that year.

That thing ate brakes for breakfast lunch and dinner and for snacks it ate suspension parts..

At 50K miles the brakes were shot and ate the rotors in the process.. New brakes and rotors went another 50K and were done..

Suspension well at 60K needed new ball joints, front bushings idler arm and pretty much all other parts you could think of..

At 120K needed brakes again, new shocks, rear leaf spring bushings were squawking but I ignored those..

At 130K the front end parts were getting sloppy once again..

At 140K was the last straw when the ABS decided to malfunction and the garage gave a quote of $3500 min..

Traded in for a brand new 2003 SD F250 at 145K miles and will never look back at a F150 or a F150 HD...

First set of brakes on the SD F250 was at 80K miles!, Ball joints at 150K miles and all the other suspension parts are still original..

No comparison, I still have the 2003 SD F250 and it now has just about 200,000 miles.. Getting ready to let my DD use it when she passes her driving test..

As far as squabbling over Payloads.. Really, 1900-2,000 lbs is peanuts.. my current 2013 SD F250 has a payload of 3415 lbs.. AND it didn't cost $60K to get that (F150 HD with EB, crew cab, XLT or higher with HD payload will start at $60K and go up..)

Buy a toy, it is your choice to do so but there ARE trucks out there that you do not have to count potato chips for payload..