Quick Install: Air Lift Helps 2016 Ford F-150 Keep Control
By Thom Cannell
Pickup trucks have to do many things; unfortunately, given the limitations and design characteristics of traditional leaf- and coil-spring suspensions, sometimes the rough-riding tradeoffs are too much to handle. But some companies are providing solutions that can help with the work a pickup has to do as well as provide a smoother ride, especially when empty.
We went to the people at Air Lift because it is promoting its new RideControl product for the aluminum-body F-150 as an easy way to provide more control and stability to the vehicle when towing or carrying heavy loads. Arriving at Air Lift's Lansing, Mich., headquarters we found a brand-new 2016 F-150 Lariat SuperCrew 4x4 hitched to a flatbed car-hauler loaded with a Kubota tractor, weighing about 3,500 pounds. It was outfitted with Air Lift's RideControl suspension. What better testing setup could we want?
For the next few hours we towed that tractor over city streets, an interstate and some backcountry two-lane roads. Our overall impression? The RideControl suspension provided a stable and even, at times, comfortable ride. Although we never forgot we were towing a trailer, there was nothing unnerving or unsettling about pulling this trailer using the Air Lift suspension. We were in complete control.
Air Lift product specialist Andy James said, "You don't have to have airbags — you just need to." In other words, any factory pickup can pull trailers or haul payloads that meet manufacturer ratings. But if you want more control and stability, you might want airbags. And that's exactly what this test drive proved.
From Lansing we drove south to Marshall via Interstate 69, which has been rutted, scarred and grooved by thousands of semi-trucks arriving and departing the GM Lansing Delta Township Assembly plant where the GMC Acadia, Buick Enclave and Chevrolet Traverse are built. During this leg of our drive we felt little feedback from the trailer. Other than slower acceleration, the truck responded as if it had a few hundred pounds in the bed, not the load we guessed was about 3,500 pounds.
We felt little vertical or horizontal motion feeding back through the trailer or the bed of the F-150. We did experience some slight "pushing" on tight, slow turns on local roads, although that felt more like what we'd typically expect from a trailer of this size and weight. But then things got interesting. We pulled off I-69, stopped the rig and didn't just air down the RideControl sleeve-style airbags, we pulled the airlines for a complete and total deflation.
What a difference. Unless you've done back-to-back tow testing with and without the supplemental airbags, it's difficult to describe the differences in how a stock half-ton pulls a trailer when compared to one with an aftermarket air-assist system like this one from Air Lift.
We've seen other new F-150s sag a bit when the bed is loaded near maximum payload or dealing with an excessive amount of trailer tongue weight, and that's exactly what we had here. (In the name of full disclosure, we probably had a little too much weight on the back bumper and should have adjusted the load but we were pressed for time. Since we wanted to keep the comparison apples to apples, we did not attempt to make any adjustments.)
The results were, to say the least, dramatic: The rear end dropped almost 6 inches and the ride comfort went into the crapper without the bags. Had it been nighttime our headlights would have pointed to the treetops. Our ride back was a literal pain in the back and neck. Had we not done back-to-back testing, this type of towing would have felt like what we're used to.
Every input was magnified; our head was tossed a little from those annoying porpoise-like motions caused by the trailer tongue pushing and rebounding on the springs. We also experienced some side-to-side head toss with the road irregularities. In fact, every imperfection in the road was transmitted — seemingly amplified — through the seat to our lower back and into our neck. Terrible? Not on this short ride. It was, however, more fatiguing. We can only imagine what a long-distance tow would be like.
Of course, just having airbags doesn't guarantee a comfortable and confident ride. The same laws of physics still apply to your truck-and-trailer combination, and you still must adhere to all of the manufacturer's capacity and weight limits. But if you do, we're confident you'll arrive at your journey's end more comfortable, less weary, and less anxious or irritable. And with your pickup riding more level, it's likely to last longer, provide more predictable braking and acceleration, and make your rig just plain safer.
Although not complicated and well within the capabilities of a do-it-yourself driveway warrior, there are some things you'll want to know before you install an air suspension. Here's how the install process worked for our new Ford F-150.
Air Lift puts everything you'll need into the box, from nuts and bolts to zip ties. It's up to you to bring the wrenches and recommended Loctite.
Remove the stock jounce bumper, placing it aside for reinstallation later in the process.
With great care not to pull or crush any brake lines, install two large U bolts facing outward.
Using the U bolts, install the top platform bracket from the kit and reinstall the stock jounce bumper.
Build up the airbag (sleeve style) and bolt it to the bottom bracket. Observe torque ratings closely.
Collapse the airbag, drop the bottom bracket over your leaf-spring pack, and pop the top of the airbag through the hole in the top bracket. Install the airline fitting as shown.
Make sure both brackets are as level and parallel to each other as possible, then push the U bolts up into the bottom bracket.
Secure the lock nuts to the bracket bolts and torque properly. Be sure to use the washers that come with the kit.
Run airlines from each individual airbag back to a place on the bumper of your choice. Many hide the valves behind the license plate. Last note: When cutting the airlines be sure to cut them as squarely as possible as they pop into the fittings without tools. No air compressors or pumps are needed in this installation as the bags are externally inflated via the supplied valve stem, just like a normal tire; however, if you want a self-contained air supply, an air compressor is optional.
Source: Air Lift, 800-248-0892
Cars.com photos by Thom Cannell
Comments
That's a pretty cool add-on. Simple installation. A quick search shows the suggested retail price is $412 dollars which isn't bad. I've read a lot of reviews that say the new f150 rides better than the old one, but riding in my dad's 2015 and my 2011 mine actually rides better over a stretch of rough highway nearby.
This setup would be especially useful on a ram 1500 with coil spring suspension. That thing sags quite a bit even with just 500 pounds in the bed.
for 900 dollars you can get the same kit with a wirelessly controlled 12 volt air compressor that controls each bag separately.
I have like the idea of using supplemental air bags with leafs. Similar how the Fiat 3500 has. I am hoping Ford will do something similar for the 2017s. You can soften up the springs for unloaded ride and yet add air to the rear to control the weight. I have added this same system to some of our Ford and GM vehicles because of the rear sag. But we have a lot of weight in the rear. The person before me added Timbrens and they were absolutely awful. It rides like a brick. The air ride is much better. If I could remove a leaf and add more air it would likely be better. But this is where the OEMs could develop a rear suspension with both in mind. A friend of mine has a new Fiat 3500 dually and no rear air suspension. that thing is horrendous over bumps. The rear end is so stiff it can bounce around someone. To be fair our F450 superduty is not a whole lot better.
The good news is these systems are not expensive at all. If you do a lot of heavy towing or hauling it is not a bad way to go. I would like to see the axle weights of the test truck though. Looking at the picture they may be loading that rear axle to much thus the huge squat. But it may be just at the max due to the test. That tractor should be more balanced over the trailer tires and not in front.
should have proof read my above post. looks like auto fill added a few words
for 900 dollars you can get the same kit with a wirelessly controlled 12 volt air compressor that controls each bag separately.
Posted by: beebe | Jan 9, 2016 9:48:42 AM
For just a little more you can get a fully automatic system. That is what I am using. Uses a height sensor and you set it where you want the system to add air. I set mine up for 1" of squat and will level from there. That way I can have the factory ride quality when not towing or hauling.
Ram already offers this as a legitimate, factory option with more 4 heights and load leveling, although it's a bit pricey.
Just buy a Tundra and you wont have to worry about the crappy ride quality, ESPECIALLY when towing......
For the first person who wants to counter this comment I have news for you......... IF you have towed with both trucks you wouldn't even think of saying anything back other than " that's so true the f150 rides like garbage compared to the tundra"
To think I have to add almost $500 bucks to the price of my all new truck, then have an object installed (my sweat and barked knuckles) and it's not under the FoMoCo warranty.
Not a bargain.
Alternative? My Silverado had a great ride out of the box.
To think I have to add almost $500 bucks to the price of my all new truck, then have an object installed (my sweat and barked knuckles) and it's not under the FoMoCo warranty.
Not a bargain.
Alternative? My Silverado had a great ride out of the box.
Posted by: papa jim | Jan 9, 2016 11:46:46 AM
To me a lifetime warranty sure beats a 3 year 36K mile warranty any day.
https://www.airliftcompany.com/support/warranty/
The entire system looks hokey & cheese to me. Look at the construction of the bracket that mounts to the frame. Look at the cheesy thin U-bolts that hold the bracket to the frame and the other mount to the leaf springs. Looks like it's not designed to last and I can't see it standing up to repeated stress.
Our Grand Cherokee pulls our 3,800lb boat just fine and has a smooth ride with and with out the boat(factory air suspension is standard).... back in the 1960's my dad pulled his 22 foot Century boat that weighs a lot more then our boat with a station wagon. Sissy trucks now days....
With the engineering and design of the modern chassis I would be a little more skeptical in installing these types of products.
I don't like the design of the top mount and how it is affixed to the chassis. How much load can this design manage?
The U bolts will localise the load to a very small area of the chassis side rail. This is what I don't like. Add to this the cantilever of the mount then the force will be multiplied on the chassis with a twisting action. Was the chassis in the area designed to manage a torque load? Is there additional crossmembers to distribute the load more evenly?
The chassis would be formed with the top and bottom chords as double, the sides of the chassis are thin. What is supporting the U bolts on the opposite side of the chassis?
Why not use a doubler on the opposite side with bolts and not U bolts.
In the end, this is quite a new pickup. If when you purchase a pickup and you know that you are required to tow a certain amount of weight then buy a suitable vehicle.
This product highlights the fact that the manufacturers load and tow figures are really a joke. These are not work trucks.
The use of airbag suspension assistance in Australia is mainly limited to SUVs, not ute/pickups as the suspension on them are designed to carry a load.
The trade off is a worse ride, but if you want a truck what do you expect?
Looks like Beebe slipped up and admitted he is just a Ford guy, and just says he has a Ram.
Does just fine with 500 pounds in it, are you too cheap to buy a weight distribution hitch, one like anybody with a fairly heavy trailer on a 1500? Or are you a Ford jockey just throwing you monthly complaints in to make Ford competition look bad?
Lol, air suspension needed to smooth out the new Ford woes after shortening the leaf springs to loose a few pounds.
Lol, what's next, longer leafs on the F-150, just like they did in 2009? Jittery crude ride.....might just lead to lots of aluminum cracks!
For a few dollars more, Rams system is warrantied, and you don'the have to screw with it.
Yes, it may not be best for hardcore offroaders, but how many are realistic lyrics hardcore offroaders in the real world?
@Tundra lol, oops, I mean hemi lol, you mean the Tundra crappy empty ride? If they actually cared to change the Tundra ride, I would consider it. I'm not the only one that has that opinion.
RAM is the only company, which produces and sell Air ride suspension designed and build professionally in the factory with multilink rear axle. It just shows you , how other companies are behind with rear axle suspension, when everyone of you wish to have something like this.
Doesn't look like it will last. I will stick with stock. Next time get a real truck with a long bed and skip the 20s.
I think this is where the Titan XD will shine, in the towing department without any modification to the suspension and still have a great smooth ride.
The Tundra is also a heavy half ton that has good control and stability over other half tons when towing. I've experienced this earlier last year when I took a F150 for a demo over a weekend towing. The Tundra's ride is more stiffer over bumps than others when not towing but still better than a 3/4 ton. I experienced this also having driven friends trucks during our hunting trips.
RAM,
I agree that Ram has the better of the rear suspension on US pickups.
I also believe this is the single most impotant fact that has increased Ram's popularity over the past couple of years.
But, FCA need to inject money into Ram so it can maintain it's the head of steam it has built up.
Ram has shown in several instances that the aluminium Ford is only a competitive vehicle and not some shining star.
Ford has some issues with the aluminum wonder trux. The suspension is one of them. Shorter springs might be lighter, but the shorter lengths promote undesirable ride qualities.
The shorter Frod springs will increase the frequency rate of the springs. This in turn makes it a harder task to control by the use of dampeners. Longer spring cycle at a slower rate, which is easier to control.
Coils, as is in use on the Ram are the easiest to control with dampeners.
If this sort of test is to be taken seriously I want to know what the trailer weighs and how much tongue weight there is. Am I to believe that tractor only weighs 500 lbs more than a Prius? Judging by the pictures there's way too much tongue weight considering where the tractor is positioned. I can make any truck sag 6 inches, which in this case would put the jounce bumpers hard on the axle. This is a great example of designing a test to make the outcome appear as the tester wants it to.
I have bags on my 2008 Tundra and love them however that is not a good excuse to overload the tongue weight ignoring good loading protocol. So pressed for time you couldn't loosen a few chains and move that tractor back a foot or so? Apparently disconnecting the air lines is faster...
Guts
Glory
Best in Class Suspension (Coil Spring & Air Bags from the factory)
Ram!
Guts
Glory
Best in Class Suspension (Coil Spring & Air Bags from the factory)
Ram!
Guts
Glory
Best in Class Suspension (Coil Spring & Air Bags from the factory)
Ram!
Guts
Glory
Best in Class Suspension (Coil Spring & Air Bags from the factory)
Ram!
Guts
Glory
Best in Class Suspension (Coil Spring & Air Bags from the factory)
Ram!
If this sort of test is to be taken seriously I want to know what the trailer weighs and how much tongue weight there is. Am I to believe that tractor only weighs 500 lbs more than a Prius? Judging by the pictures there's way too much tongue weight considering where the tractor is positioned. I can make any truck sag 6 inches, which in this case would put the jounce bumpers hard on the axle. This is a great example of designing a test to make the outcome appear as the tester wants it to.
-------
This test was paid for by AirLift and reads like an infomercial where they make the competition (stock truck) look one way and their product look like a miracle. Total fail and to be ignored.
@LMAO
For the extra $500 you should get something very special, not some bolt on aftermarket kit.
I installed the Firestone equivalent system on my '11 HD, and it helps out a lot. The Firestone's Ride-Rite systems are very similar, and come with built in compressor, and wireless controller where you can individually air up each bag while you drive. It's nice to air up when loaded, which keeps you from looking for raccoons in the trees with you headlights, and allows you to air them down when unloaded to help the ride a bit.
At some point companies have to choose ride quality over ride quantity. This is Rams issue. They offer the best ride. Have since 2009 and up. To this day, the Ram is the oldest truck on the market. And their ride is still the best. However the amount they can haul is far less than the leaf spring competition. I believe ford and GM are not willing to change over to coils because they don't want to lose out. Truth is, if I had to haul more than 2000lbs, I would most likely use a trailer. Its safer and easier to load/unload.
It would be nice to have this option from the factory
I'm not sure Ram's ride is best. Since 2009 I have read that there is too much oversteer. And since 2013 I have read that the air lift causes harsh ride as it reduces jounce. There is no best one way and there tradeoffs on all. Ram might be the best without a load driving straight down the road without any turns.
Flashback to 2008 Half Ton Shootout with the 2009 Ram:
Some of us had very high expectations for the new Dodge Ram’s coil-spring rear running gear. The multilink suspension handles vertical and lateral forces with better control and less friction than the traditional leaf-spring rear ends the other pickups had. It turned out to be the fourth-fastest truck, at 48.94 seconds and 30.03 mph. The Ram handled similarly to the F-150 and Silverado, but with the most oversteer of the three. The front suspension dived noticeably entering the hardest curves. Surprisingly, it was a challenge on some of the corners to keep on the accelerator without the back end breaking loose.
http://special-reports.pickuptrucks.com/2008/11/auto-cross.html
Tundra Bob,
Thanks for you feedback as it is appreciated.
I respect the fact you like my objective and unbiased comments on all makes and models of pickups.
Keep on reading! There's plenty more to come.
Thanks again.
The entire system looks hokey & cheese to me. Look at the construction of the bracket that mounts to the frame. Look at the cheesy thin U-bolts that hold the bracket to the frame and the other mount to the leaf springs. Looks like it's not designed to last and I can't see it standing up to repeated stress.
Posted by: Scott K | Jan 9, 2016 12:32:38 PM
That's the whole point its made to last as long as the beer can, I mean f150 lmao! Not very long.
TRX-4 Tom I know your a hard core Ram guy, but if you just figured out beebe is a hard core Ford nut slapper then you are really dumb.
Guts
Glory
Class exclusive
Ram
Absolutely love the way my new Ram 2500 pulls and handles my toy hauler. Got my drop receiver shank installed this morning. Dialed in my trailer brakes. Looking forward to a long trip soon.
@Hemroidv8, what scale is your truck? 1/24 0r 1/18. I like the 1/18 scale better because they make them look more realistic.
The F-series (150 - 350) all have issues with sitting too low in the rear when approaching it's rated load carrying capacity. Ford has released a bulletin acknowledging this issue on the Super duty but doesn't address it with a repair. So Ford is saying, just accept it. Typical Ford response to its owners.
GM trucks and Ram is leading F-series in suspension technology with available magnetic ride and standard air ride suspensions respectively.
https://youtu.be/-NtXNQIEHQ4
Ford who says this is a GM paid video, i've included a classic.
https://youtu.be/Msd5ltrMd3Y
HEMI V8 is never gonna lie. He loves his new RAM and has video of it up on the net...
http://tinyurl.com/hemipowerwagon16
The F-series (150 - 350) all have issues with sitting too low in the rear when approaching it's rated load carrying capacity. Ford has released a bulletin acknowledging this issue on the Super duty but doesn't address it with a repair. So Ford is saying, just accept it. Typical Ford response to its owners.
Posted by: GMSRNOTSOGREAT | Jan 10, 2016 10:44:01 AM
As usual you are incorrect. But I cannot blame just your lack of intelligence. I blame more of it on you being a GM Drone. You just blindly believe what ever GM tells you. Based on the looks of the truck in the video and where GM messed up with showing the suspension that truck was at max payload. So expect some squat especially when you add long hitch receiver that will also increase the leverage of the tongue weight. Ford also has a TSB with a fix for those customers who want to change the ride height in the rear when loaded. So again, you being a GM Drone are 100% incorrect.
I am a long time visitor of this site but have never commented until now. This article is so full of flaws it is ridiculous:
1. This was an event sponsored by Air Lift, so it is clearly their intent to make the stock truck look as bad as possible without their product.
2. There was no time to adjust the load, yet they drove for hours? How long does it take to move a tractor a couple of feet and re-chain it?
3. You "guess" the trailer weight is around 3,500 pounds And you have no idea of tongue weight. I can guarantee the trailer weight is far greater than the guess of 3,500 pounds. How do I know? The images show a Big Tex Car Hauler. There's no way to know which model it is, but it appears to be at least 20 feet long. According to the Big Tex website, their 20 ft' car hauler weights 2,060 pounds empty. Next, the tractor. Again, we don't know exactly what it is, but it appears to be a Kubota 4701, which weights 3,300 pounds by itself. The front loader probably adds another 500 pounds easily. If my assumptions are even remotely close to accurate, the true trailer weight is closer to 6,000 pounds.
http://bigtextrailers.com/70ch-tandem-axle-car-hauler/
http://www.kubota.com/product/L3301/L3301.aspx
4. The tractor is as far forward on the trailer as possible, which puts as much weight on the hitch as possible. Anybody with any towing sense will know not to put all that weight on the front of the trailer.
5. Knowing the trailer is actually around 6,000 pounds, why was a weight distribution hitch not used? Most all half-tons require the use of a weight distribution hitch when trailer weights are over 5,000 pounds. Don't you think a WDH would have solved a lot of the issues they experienced?
Yes, I am a Ford guy, but this article is one blatant advertisement for Air Lift. It doesn't matter what truck is pulling the trailer, they would all sag severely under those intentionally manipulated conditions. How much did Air Lift pay to have this garbage posted? PUTC, you are better than this.
Ford also has a TSB with a fix for those customers who want to change the ride height in the rear when loaded.
Posted by: LMAO | Jan 10, 2016 11:59:06 AM
Fords fix is, suggesting that their customers visit any local GM truck dealer to purchase a real truck from the truck leader, GM. LMAO!
Well said, Iowa Ford.
smh at PUTC for posting this garbage from AirLift and a a car blogger named Thom Cannell who knows nothing about pickup trucks.
IowaFord,
Good bit of research.
I actually don't like the design of the air suspension kit.
I have heard of suspension kits that are causing chassis to crack as the chassis is not designed to have the loads transferred from the spring ends to above the axles.
The reality is is you can't load a trailer safely then don't load it at all.
Yes, this is one advertisement.
I hate to do this but I have to agree with LMAO. He convinced me while we were having a drink at the The Blacklite in LA. LMAO said always remember "leave it, if it's beaver"! That stuck with me!
https://www.youtube.com/watch?v=KroxsvxdW9Y
Posted by: Rolling Can of Beer | Jan 10, 2016 1:53:44 PM
Yes I remember that day. It was the day I told you I was playing with your mom naked. That owner go to close to this truck
https://www.youtube.com/watch?v=_NYQstUS1FU
trying to help them out. Didn't turn out so well for the Ford guy
I agree that this article is virtually worthless. The parameters of this test were rigged to make it seem like air bags are a must have. Believe me, they are NOT! I've used air bags and they are not what they're bragged up to be. Simply learn how to load your trailer properly. It's actually dangerous to use airbags because you can easily overload the rear axle without realizing it, leading to compromised handling and loss of steering control. For what it's worth, I occasionally tow 13-14 thousand pounds with my 2011 F150 and it handles it just fine with the factory suspension. Proper hitch setup and weight distribution are two very important factors that unfortunately are often overlooked when towing. Judging by the photos in this article, either weight distribution was overlooked or they purposely loaded the trailer incorrectly to exaggerate the "need" for air bags.
Good bit of research.
I actually don't like the design of the air suspension kit.
I have heard of suspension kits that are causing chassis to crack as the chassis is not designed to have the loads transferred from the spring ends to above the axles.
The reality is is you can't load a trailer safely then don't load it at all.
Yes, this is one advertisement.
Posted by: Big Al from Oz | Jan 10, 2016 1:59:16 PM
I would be interested in the links you have found with cracked springs. If I was to guess the people overloaded the vehicle beyond capacity because they could just add more air the bags to bring up the rear. AirRide clearly states it does not increase load capacity. Just helps level the truck out. They really only support a small amount of weight because the springs are still doing the heavy lifting. I would not be surprised either to find out that those guys were overloading the tires also.
In the case of this article they are using a 4 door 4x4 F150. The max payload is 2400lbs. You load a 3500lbs tractor in front of the trailer axles with a trailer that likely has a larger tongue load than most you have overloaded the rear suspension. Granted this was a sales pitch for the air ride system so obviously they are going to be biased and show bias. Similar to the GM head to head commercials. If you are adding 80 psi to the bags you really need to check your weight distribution because something is really wrong. A trailer like that still needs a weight distribution hitch with anti sway bars. These items just add to the safety of the tow.
Al, Sorry I meant cracked frames not springs.
Here are the links LMAO.
https://www.youtube.com/watch?v=VVHCWvlVfiw
@LAMO,
GUTS
GLORY
RAM
http://www.glendaledodgecalifornia.com/all-inventory/index.htm?search=2015+Ram+2500&redirectFromMissingVDP=true
HEMI BOUGHT THE ONE WITH THE 6.4 WHICH IS NO LONGER ON THE SITE. THAT'S RIGHT HE PAID UP FOR IT. CONFIRMED.
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