Ford aluminum truck beds are strong how?

[Sysop]

You're going to file an insurance claim for something like dropping a toolbox in your bed? I went over a hill on a paved road that had too much of a break over and damaged the rail on my Power Wagon while pulling one of my gooseneck trailers. I didn't file it on my insurance it was my fault and I paid out of my pocket to fix it. Over use of insurance is one of the many reasons insurance cost as much as it does. It doesn't have to be anything that happened in the Chevy commercial they just showed the aluminum can be damaged easier and no one can deny that and once it's damaged I think it's much more likely for the damage to get worse.

I wouldn't do something as brainless as trying to balance a toolbox on the bedrail in the first place. I've had one claim on my insurance in the past ten years, and that was where the wife had a deer run into the side of her car. My insurance is hardly overused...

Is it really so hard for other folk besides me to own a vehicle for ten years/200,000 miles and not do things that ruin it?

I will agree that damage is generally more extensive on aluminum than steel, and that steel is generally more repairable, especially for the shadetree mechanic that is only concerned about function (lid off an old washing machine and some pop rivets are hard to beat for a cheap repair).

Ford designed the new body in components that can be more easily swapped than previous generations. With previous generations, a hole in the bed floor required a new bed or lots of labor time to return it to 100% original quality. With the way Ford builds the new F150, the bed floor is a separate component that can be swapped out. More labor cost than swapping an entire bed, but less material cost to swap just an aluminum floor. The door skin you saw being torn off is one of these components. Just replace the aluminum skin rather than the entire door. This is the aspect Ford says will balance out the repair costs.

The crash tests show it is strong enough where needed for safety concerns, which is the main concern to me. If I wanted something to beat on like an anvil, yes, I'd buy steel. I think this is likely common amongst all buyers. Do I think anyone is spending anywhere from $30k to $70k on a showroom fresh truck to beat on it like an anvil? Few and far between...

 

[ultrarunner]

My only point is today's F150 is a far cry from the first F150 and brakes have a lot to do with it...

The reality is few tow at max and those that do so regularly probably would not want a F150.

I was thinking about the runaway ramps too and wondering when someone will post a picture of grandma and grandpa with the 14,000 pound travel trailer in one.

 

[Sysop]

Yeah looking forward to the upcoming f150 with dual wheeled dual axels in the rear with air brakes that are designed to apply when a brake system failure occurs instead of the brakes not working. We probably need to make more run way ramps for all the F150s that might need them like we have for big rigs too. Sorry not trying to be snarky just saying comparing light duty trucks to big rigs isn't really a fair comparison.

In all honesty, the changes they made with the new F150s is not that unlike the changes they've made to the big rigs and heavy duty trucks over the years. They widened the space between the frame rails, engines set lower between the frame rails which straightens out the driveline angles as much as possible, shortened leaf springs to reduce load sag, lessened the weight of the body and upper portions of the truck, all to provide a lower, more stable center of gravity for moving larger/heavier loads.

What year was the last steel cab on a semi-truck?

 

[Sysop]

My only point is today's F150 is a far cry from the first F150 and brakes have a lot to do with it...

The reality is few tow at max and those that do so regularly probably would not want a F150.

I was thinking about the runaway ramps too and wondering when someone will post a picture of grandma and grandpa with the 14,000 pound travel trailer in one.

I fit that category. I tow my maximum loads a couple times a year. Always good weather, never more than about 60 miles one way. If I did it often, I would have thought I'd want a larger truck. As it stands, my F150 hauls my tractor, with whatever implements I need for a given task, like a champ. After having some tow-miles under my back-side with it, I'd not be afraid to take it anywhere my 36 gallon tank would take me.

I think brakes have a lot to do with it also, but even being rated to take 16000lbs down the road (truck, trailer, and contents; GCWR), they clearly state in the manual anything over 5000lbs requires it's own brakes. Even getting the Max-Tow package that ups that GCWR some, doesn't change the 5000lbs max without trailer brakes.

I'm sure eventually someone will neglect to do a brake check and need those runaway ramps. Actually I'm sure it's happened long before now even with the lesser ratings of previous generations.

 

[Fordman1981]

In all honesty, the changes they made with the new F150s is not that unlike the changes they've made to the big rigs and heavy duty trucks over the years. They widened the space between the frame rails, engines set lower between the frame rails which straightens out the driveline angles as much as possible, shortened leaf springs to reduce load sag, lessened the weight of the body and upper portions of the truck, all to provide a lower, more stable center of gravity for moving larger/heavier loads. What year was the last steel cab on a semi-truck?

Your post drives home what I said earlier. Shortened the leaf springs to reduce load sag bet that makes it ride so smooth unloaded. In reality most half ton truck owners ride around unloaded much more than loaded and want a smooth ride when doing so. The more the suspension is designed to hall the worse the ride will be unloaded. When you do things there is always a compromise. I have a 2013 power wagon and it has a lower payload and tow rating than the same model year 2500 because of the softer suspension designed to flex. It was a compromise more flex to be a much better performer off road. If it was my only truck I probably wouldn't have bought a power wagon but I have a 3500 dally to pull big loads so I could justify the power wagon. Go to the power wagon registry forum almost every owner there will tell you if you haul heavy and often the power wagon is not for you. My rambling point is if I'm in a half ton market I don't want to buy a wanna be 3/4 ton I want a half ton.

Big rigs aren't designed for off road use like a half ton is capable of too. Getting the engine lower to the ground sounds like a bad idea to me. Let's get the oil pan lower and make it more venerable. A steel cab on a semi truck has little to do with the aluminum in the f 150 bed. Don't see semi's cabs getting used like the bed of a truck.

 

[dragoneggs]

Suspension systems another whole story. It is simply the advancement of engineering and design. Oh, and why capitalism leads to choices and... if we are smart enough to weigh the features/options vs. price, durability, etc. for what we individually need, we win.

 

[Sysop]

Your post drives home what I said earlier. Shortened the leaf springs to reduce load sag bet that makes it ride so smooth unloaded. In reality most half ton truck owners ride around unloaded much more than loaded and want a smooth ride when doing so. The more the suspension is designed to hall the worse the ride will be unloaded. When you do things there is always a compromise. I have a 2013 power wagon and it has a lower payload and tow rating than the same model year 2500 because of the softer suspension designed to flex. It was a compromise more flex to be a much better performer off road. If it was my only truck I probably wouldn't have bought a power wagon but I have a 3500 dally to pull big loads so I could justify the power wagon. Go to the power wagon registry forum almost every owner there will tell you if you haul heavy and often the power wagon is not for you. My rambling point is if I'm in a half ton market I don't want to buy a wanna be 3/4 ton I want a half ton.

I know what you're saying about the give/take balance-act they have to dance around on truck suspensions. I once knew an older fella who had to give up his pride and joy F250 Lariat because his pace-maker would incorrectly think he was jogging when driving on any bumpy road, and it would increase his heart rate.

As one of the many who have driven most generations of F150, I honestly think my 2015 rides very nice. Perhaps it is the thousand pounds of tools and materials I've had onboard since leaving the dealer's lot with it. But it seemed very nice on the unloaded test drive also. Day after the purchase I got rid of the cheesy stock tires and went to a higher rated BFG KO2 tire. I think the tire change affected the ride quality more than the load of tools and supplies. The ride quality is one of the main reasons I didn't want to step up to a 3/4 ton for my daily-driver work-truck just to be able to tow my tractor various places a couple times per year.

I have been in the market to purchase a larger truck since 2011, even before I had my tractor to deal with. After lots of research, I was about to pull the trigger on the 5.0L F150, but then some life changes happened and I purchased the tractor and knew none of the half ton trucks were rated for enough. So I started looking at 3/4 ton trucks and hated them all for my daily uses, but knew it was what was needed to fulfill ALL the tasks I'd have for it. Ford's new (at the time) Ecoboost was making nearly enough power, but I scoffed at the idea of a V6 gasser in a full size pickup. Hating the 3/4 ton pickups, delayed my purchase even more. Fast forward some more and Ford announced the change to aluminum, but also stating it would be an entirely new truck with higher ratings. Ecoboost owners were reaching some high miles, what issues there were had mostly been sorted out or were covered. I'd had my Lincoln with an entirely aluminum front end that'd had zero issues. Even survived a hail storm that dented the heck out of a Caddy parked beside it. So I decided to wait it out and see what it'd turn out to be, and read everything released along the way.

I had seen other Lincolns like mine that had front end collisions, and just like the panels on the F150, there is nothing usable without fully recycling the materials and processing them into new parts (Ford does this at their factories with panel scraps). I went into the purchase already knowing full well that a damaged body panel is a replaced body panel. There is no "putty the hole up, primer it, and move on" like the trucks of old. I didn't want a "truck of old". I wanted the next generation with the capabilities I occasionally need and none of the drawbacks of a 3/4 ton truck.

 

[Fordman1981]

Suspension systems another whole story. It is simply the advancement of engineering and design. Oh, and why capitalism leads to choices and... if we are smart enough to weigh the features/options vs. price, durability, etc. for what we individually need, we win.

Yeah but there needs to be other opinions on this forum other than the ford fanatics saying the F150 is perfect. I have a fleet of trucks and the fords are the most expensive to maintain for me. My experience and my opinion. And you're right we have choices and that's why ford is in the distant third choice for me and my company now.

If I include half tons ford would be my fourth choice because I would add Toyota above them.

 

[ultrarunner]

Neighbor tows up and down 5 for his business... a loaded 22 foot tag trailer with merchandise.

He finally gave up on Pickups and Diesels... tried all of them and was tired of ride or diesel issues.

Bought a brand new 3/4 GMC Yukon gasser 3 years ago and has been very pleased except for the first 6 weeks of ownership which GMC took care of.

The ride is great, power is good, cab is spacious and the ability to have everything under lock and key and heated or cooled and out of the weather is what he was lacking with the pickups.

 

[Sysop]

Yeah but there needs to be other opinions on this forum other than the ford fanatics saying the F150 is perfect. I have a fleet of trucks and the fords are the most expensive to maintain for me. My experience and my opinion. And you're right we have choices and that's why ford is in the distant third choice for me and my company now.

If I include half tons ford would be my fourth choice because I would add Toyota above them.

The F150 is by no means perfect, if I thought it were, I wouldn't have sprung for 7 year/150,000 mile "PremiumCare Warranty". I've just done tons of research on the subject, am an owner, and nothing said or shown is shocking or relevant. I'm trying to pass on the information I've found relevant.

Imperfections and all, it is an improvement on capabilities over previous generations. I do agree Toyota is a strong contender. According to the stats, researchers, and press, the Tundra is the second-most "American" truck on the market. I personally couldn't take the hit on fuel economy with the Tundra. They're like driving a gasser 3/4 ton truck for fuel mileage. If you wanna rock down some nasty trails, the Tundra is the one to have.

To many shady things in GM for me to consider giving them money. Ram is a good truck, I really wish their Ecodiesel would have been more for work than fuel economy, I blame the people who buy trucks to look cool at the mall. Most of those types like the loud exhausts used on the Hemi engines though, so I don't know if the Ecodiesel will be what brings Ram into a #2 spot or not... Chrysler has been more open in their joining with Fiat than GM has been in their dealings. That being said, I never really considered either the half-ton Ram or Chevy beyond a quick glance at the numbers. I was mostly disappointed with their Ecodiesel numbers and GM is simply evil.

If they don't turn the numbers I need, I need something more. I for one am really happy there's a higher capacity half-ton truck on the market. I don't care if damaged body panels need replaced and recycled rather than pounded out and glazed with putty only to come loose later. Sounds like a fair trade to me.