22Platinum
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Recently I installed the ReadyAir airbag helper springs by ReadyLift. I also needed the height sensor relocation kit that they mention is needed for CCD but is actually needed for headlights as well.
Install was great, overall. With a 6" lift there was no need to lift the truck or take the wheels off, a welcomed change. The height sensor relocation kit is nearly junk, strangely; it wasn't engineered well and ends up smashing the connector as well as aiming the headlights high. I'll deal with it later. The air springs don't list a max PSI anywhere in what they send you (I have googled it to 150psi) but does mention 10psi is the minimum.
At 40psi it's added ~1.5" of lift to the rear of the truck unloaded, and back to stock height (for my truck) with ~650lbs of tongue weight. My truck doesn't have an actual tow package (though Ford did a flawless job of hiding this fact with all the towing stuff that it did come with) and was sagging 3-4" on the 3800# rear GAWR leaf springs. This wasn't readily apparent on my truck due to the lift. Unloaded the ride is rough and fairly unsettling. 60psi is a bit too much when towing; induces a bit of porpoising and is somewhat rough riding, though it handles better. I may deal with the rough ride and run higher PSI.
Towing ~5200# with the air springs at 40psi (and with a Weigh Safe True Tow Middleweight weight distribution hitch set at 1600# distributed tongue weight) is quite pleasurable, all things considered. Previously, the trailer would bully the truck a bit; inadvertent lane changes occurred infrequently at speed. The occasional white-knuckled "10 & 2" found when battling major interstates is gone. You could be forgiven for forgetting the trailer is back there under 60mph. Truck-suck was insignificantly reduced. I did not suffer from sway to begin with. Windy conditions are currently unknown. I do not know whether the WDH or the air springs had the greater impact but between the two I would consider the change radical. I suspect a lot of the "I wouldn't tow with an F150" experiences wouldn't exist with the aforementioned solutions.
I found the easiest place to install the inlet valves was right through the license plate bolts. Probably should have done the lower holes in retrospect.
What I would consider the worst case scenario of extra load, F rated (12 ply) 35" LT tires at 57psi and air springs at 40psi, the unladen truck does ride rough, but its not ridiculous. Smooth highway is fine really but rough roads are jarring. I'm far from stock suspension at this point but it happened incrementally; maybe riding in a stock F150 would be illuminating but I don't find my current result intolerable.
Install was great, overall. With a 6" lift there was no need to lift the truck or take the wheels off, a welcomed change. The height sensor relocation kit is nearly junk, strangely; it wasn't engineered well and ends up smashing the connector as well as aiming the headlights high. I'll deal with it later. The air springs don't list a max PSI anywhere in what they send you (I have googled it to 150psi) but does mention 10psi is the minimum.
At 40psi it's added ~1.5" of lift to the rear of the truck unloaded, and back to stock height (for my truck) with ~650lbs of tongue weight. My truck doesn't have an actual tow package (though Ford did a flawless job of hiding this fact with all the towing stuff that it did come with) and was sagging 3-4" on the 3800# rear GAWR leaf springs. This wasn't readily apparent on my truck due to the lift. Unloaded the ride is rough and fairly unsettling. 60psi is a bit too much when towing; induces a bit of porpoising and is somewhat rough riding, though it handles better. I may deal with the rough ride and run higher PSI.
Towing ~5200# with the air springs at 40psi (and with a Weigh Safe True Tow Middleweight weight distribution hitch set at 1600# distributed tongue weight) is quite pleasurable, all things considered. Previously, the trailer would bully the truck a bit; inadvertent lane changes occurred infrequently at speed. The occasional white-knuckled "10 & 2" found when battling major interstates is gone. You could be forgiven for forgetting the trailer is back there under 60mph. Truck-suck was insignificantly reduced. I did not suffer from sway to begin with. Windy conditions are currently unknown. I do not know whether the WDH or the air springs had the greater impact but between the two I would consider the change radical. I suspect a lot of the "I wouldn't tow with an F150" experiences wouldn't exist with the aforementioned solutions.
I found the easiest place to install the inlet valves was right through the license plate bolts. Probably should have done the lower holes in retrospect.
What I would consider the worst case scenario of extra load, F rated (12 ply) 35" LT tires at 57psi and air springs at 40psi, the unladen truck does ride rough, but its not ridiculous. Smooth highway is fine really but rough roads are jarring. I'm far from stock suspension at this point but it happened incrementally; maybe riding in a stock F150 would be illuminating but I don't find my current result intolerable.
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