Quick Install: Air Lift Helps 2016 Ford F-150 Keep Control

Cannell_RideControl_F150-9557 II

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.

Cannell_RideControl_F150-9566 II

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.

 

Cannell_RideControl_F150-8995 II
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.

 

Cannell_RideControl_F150-9007 II
Remove the stock jounce bumper, placing it aside for reinstallation later in the process.

 

Cannell_RideControl_F150-9024 IIWith great care not to pull or crush any brake lines, install two large U bolts facing outward.

 

Cannell_RideControl_F150-9030 II
Using the U bolts, install the top platform bracket from the kit and reinstall the stock jounce bumper.

 

Cannell_RideControl_F150-9040 II
Build up the airbag (sleeve style) and bolt it to the bottom bracket. Observe torque ratings closely.

 

Cannell_RideControl_F150-9045 II
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.

 

Cannell_RideControl_F150-9048 II
Make sure both brackets are as level and parallel to each other as possible, then push the U bolts up into the bottom bracket.

 

Cannell_RideControl_F150-9050 II
Secure the lock nuts to the bracket bolts and torque properly. Be sure to use the washers that come with the kit.


Cannell_RideControl_F150-9057 II
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

 

Cannell_RideControl_F150-9560 II

 

Comments

@trx tom
Funny how people think I'm a "hardcore ford nut slapper" just because I'm reasonable. Yes I do own two full size ford trucks and a ranger. I also own a ram 1500. And yes it sags a lot with relatively small loads. Hard to add a weight distributing hitch to a tractor implement or a combine header trailer tom. It also doesn't do any good to have a weight distributing hitch when you are talking about weight in the BED. Not towing.

All Guts
All Glory
All Best in Class
RAM

@ HEMI, the Chevy 6.2L is the only one best in class.

BREAKING NEWS

2016 Ford F-150 EcoBoost vs Ram 1500 EcoDiesel vs Chevy Silverado

AutoGuide Shootout

Towing MPG with a 6,000 lb trailer

3rd Place: Chevrolet Silverado
13.5 mpg.

2nd Place: Ford F-150
15.1 mpg

1st Place: Ram EcoDiesel
19.7 mpg

http://www.autoguide.com/car-comparisons/2016-ford-f-150-vs-ram-1500-ecodiesel-vs-chevy-silverado

Ford had best power. Ram had best ride and fuel economy (but also have to consider increased cost.) Chevy had best quiet cab? smh.

Seems to be a lot of yunguns on here today as always. Hemroidv8 said he bought this and that truck. I called the dealer about a month ago and called him again yesterday. That 77,000 ram is still there so just shut up about it hemroid and grow up. All the gm guys which counts on 3 fingers are morans too. Talk about recalls and they need to look in the mirror and realize how many people died due to gm's last covered up recall. I guess when you are born ignorant like these gm fangirls you just get worse with age. Just so sad they are breathing air someone else could use that really needs it.

Remember Truck Crazy it seems the GM tards and Rambots must go on every thread and bash Ford. It is simply due to their insecurities about their brand of choice.

Truck,

Yep, it's still there because HEMI V8 bought the gas version which was sold and is no longer on the site.

A friend of mine contacted the salesman by email when HEMI V8 said he purchased it. The salesman said, "You are right, it just sold."

I suppose everyone could be lying, but I don't think that is the case and you were given bad info.

Yes, HEMI bashes Ford but how does that prove he didn't buy the truck? If Hemi V8 wanted to prove he bought the truck it would be pretty easy to do.

@David F: Fast forward to 2011 when the Ram 1500 ran second place in the 30K shootout's empty autocross, and then in the same test loaded, the RAM went faster, and the regular cab Ford that beat it when empty, went to being the worst loaded.

Then flash back to the 2013 LD shootout when the air suspension Ram was fastest empty and loaded.

Or you could read about the current Ford F-150, how it'should ride is poor.

Edmunds had something to say about it...

GUTS

GLORY

RAM

Alex you are correct I bought the only Power Wagon on the lot.

Alex you are correct I bought the only Power Wagon on the lot.

I say the money is better spent on a brake upgrade for the 2015 F-150 cause the brakes suk.
Tell me?
What good is it hauling or towing heavy loads if the stock brakes can't stop it?
Does the stock F-150 get brake upgrades with a higher option truck with a heavier payload or towing?
answer: NO !
doesn't matter WHAT F-150 you own THEY HAVE THE "SAME" BRAKES AND ROTORS !

No he didn't.

Oh the ignorance of people on this site! It's appalling.

This is a stupid story. PUTC editorial staff getting lazy. Cut and paste any content that comes in from the corporate public relations pipeline.

IowaFord nailed it.

Virtually any 1/2 ton can tow a 5-6k trailer if it is properly loaded.

The F150 Crew 4x4's are around 2k cargo. That is more than enough capacity to handle the tongue weight. The lowest F150 crew payload is in the Limited at around 1450 lbs. The HD payload F150's are 2,600 lbs.

WAKE UP PUTC.

Look at what you post and please moderate these blogs.

I would like to know why Air Lift used this product for the advertisement. They have three products available for this application. Why did they chose this one for the demonstration?

This article is very flawed
Both the tow vehicle and trailer should be weighed to get a proper Tounge weight
If they are towing 3500lbs with 350lb tounge weight and six plus inches of sag then Ford has a major issue.

That said My 2014 GMC Sierra doesn't sag with a 5000lb boat and trailer, but tounge weight has been adjusted to 500lb and tows great through Hampton Roads

This is exactly what I’m going to do for my ‘15! The new body style Ford Pickups have awful suspension. I’m replacing front and rear as we speak because all corners are leaking. I take good care of my pickup, but I’m in sales and drive a lot of back roads in Colorado and Wyoming. Looking forward to a better ride and these bags will help! They’re not the ultra HD bags like found on 3/4 and 1 ton pickups but will help level a load when out in the field! Great article!



The comments to this entry are closed.