Let’s talk payload. What engineer-specific questions do you have about the F-150’s payload capabilities?

 

Do the new trucks have reduced spring-wrap when under load? The previous generation trucks, especially with the eco-boost were very prone to spring wrap when accelerating with a heavy load.

 

Why was the decision made to lighten the GWVR with the redesign for '15? What components in the suspension were changed?

 

Thanks Ian,

The engineers can't answer questions for future model years but they may be able to for this year's model.

 

Thanks Tom, we'll see what the engineers have to say.

 

Pickup trucks just did a test in Texas. The F150 squat with so severe.


What are the engineers going to do about the weak leaf springs.
Texas Truck Showdown: Max Towing Acceleration Videos - PickupTrucks.com News

 

I was about to pull the trigger on a 16 F150 Platinum but I borrowed a friends King Ranch to try it out with Max Tow. The thing squatted so bad I almost didn't try it, it was better with the WDH but still squatted WAY WORSE then my 2011 Ecoboost Platinum, and it had the normal tow system.

I was very disappointed in the squat, and now looking at other options. My trailer weight is 883 lbs on the tongue so the new trucks should handle it with ease.

 

I once saw a chart of all the different spring combinations available with the various payload and equipment combinations, it was eight or ten different stiffness's if I remember rightly. Does anyone recall that chart?

I would think someone looking for the least possible squat would need that kind of information to make sure they have the stiffest springs. Myself, I WANT my truck to squat a bit under a load, because it'll spend most days unloaded, and I value a softer ride. Also, I would never use an F150 without a WDH, so squat is much reduced.

 

Boy that GMC looked GOOD!

 

From the engineer:

The springs are properly rated for the capability of the truck

 

Did they view the test from the link I posted? If they had then they could perhaps address the very issue that was posted.

A canned response does not work.

 

ya have them view the test.

 

From the engineer:

GWVR is a measure of the weight carrying capability of the vehicle - this includes not only the weight of the passengers and payload in the truck, but the weight of the truck itself. With such a significant vehicle weight reduction as achieved with the 2015 F150, GVWR can be reduced while still enabling an increase in payload capability.

 

Right, I understand all that. Lighter weight truck means you can lower the GVWR and have the same payload. Most anyone with access to Google and a calculator can come up with the same answer.

My question is why the GVWR was reduced. Why not keep the GVWRs the same and add that ~700 lbs of weight savings to available payload?

 

I can't speak for Ford from either a strategy or engineering standpoint, but I would guess that they have done the research as to what payload is required in the half-ton market, and they build to that. Reducing the weight of the body panels and then increasing the weight of the suspension to handle ~700lbs of additional payload would have eaten their lunch from a fuel economy perspective, and also probably gone into F250 territory from a capability perspective. I don't think they'd gain anything from that approach.