Back in internet range. I am glad to see other posts about payload with their F-150. I’ll vent here to say if u own a F-150 … it does not mean you are “running things at 90+% of their capacity.” My door sticker payload is 2373lbs. My 2018 Ford brochure (says 2700lbs payload) states my GVWR is 7850lbs. I have an enhanced Shell when wet & loaded (dry 1150 ) runs 1350lbs. So, 56% of my payload is in the rear. My wife & I, combined w/gear in SuperCab, depending on trip duration, runs at max 450lbs, or 19%, up front. Our max payload total is 1800lbs. We are never over 75% of payload, often less. That weight is spread out over our 20’ truck length. The Camper does make our ride smoother by depressing the springs a bit.
I wanted light & nimble for a Grandby. (That’s a joke) I have always been into light since backpacking days. With my 3 kids, & separately w/fishing buddies, I’d bring the kitchen sink. After driving a friend’s EccoBoost 3.5L, that was the engine for me. N/A on the 250, it actually has more torque than V8, 470 vs 430, & nearly the same HP, 375 vs 385. With a comparatively lighter vehicle I cruise up passes. Now retired I like being lighter, still w/plenty, but with less clutter, less in the way. The MPG is a plus but just part of the overall consideration.
When my new dry Camper was loaded onto my truck at FWC, I asked the tech what he thought. He showed me how little it had compressed my springs, my bump stop still had a ton of space. With the HD pkg you get an extra leaf spring. My towing capacity for my mini kayaks trailer or 15’ Klamath aluminum w/trailer is enormous.
It all comes down to weight vs payload, individual preference & comfort. Different strokes for everyone’s unique situation.
I planned thoroughly to be weight efficient. As mentioned previously, a built out factory FWC probably requires a F-250
Edited by Stokeme, 14 April 2022 - 03:08 PM.