I think that my mistake was that I bought the bags that Airlift advertises as their premium product but they are really intended for duallies, not F150's. I have no complaints about the quality of the product or the customer service from Airlift. In fact they are excellent to work with. My only complaint is the ride. I may order their smaller springs some day that may be sized more appropriately for an F150. I may also do like Freightliner did on my DP and put ping tanks in the airlines to soften the effects of the airbags on the ride. I regularly pull near the max rated capacity of the truck and have noticed some shudder when taking off hard from a stop. I think is from axle hop but other than that no real loss other than the jarring ride. I did not have that shudder with the airbags on. I do use a load distributing hitch to deal with the tongue weight.
So my advice would be that if you are putting airbags on a half ton truck don't get the 5,000lb ones, get something more appropriately sized. Now I am pondering the best way to get ping tanks and how big they should be.
2015 Cummins Ram 4wd CC/SB
2012 Ram 2500 4x4 Lariat Longhorn 6.7 CTD HO, Edge Evo CTS, Extreme Tow/Haul brakes, aFePower Diff cover, LL 5000 bags, 285/70R17, Reese Q20 w/slider. 2005 Montana 2955RL w/400w solar, Renogy MPPT, 4 x 6v @ 12VDC (450AH), 3000w Inverter, King VQ4100.
IdaD wrote:
Actually I think your mistake was buying an F150 for an 11,000 lb trailer.
Actually I think your mistake was buying an F150 for an 11,000 lb trailer.
Yeah...what he said
2012 Dodge Ram 3500 crew SB 4x4 CTD 3.73
2015 Brookstone 315RL
2009 Colorado 29BHS (sold 2015)
05 Jayflight 29BHS (sold 2008)
99 Jayco Eagle 12SO (sold 2005)
No complaints here.
Wife Kim
Son Brandon 17yrs
Daughter Marissa 16yrs
Dog Bailey
12 Forest River Georgetown 350TS Hellwig sway bars, BlueOx TrueCenter stabilizer
13 Ford Explorer Roadmaster Stowmaster 5000, VIP Tow>
A bad day camping is
better than a good day at work!
I just thought that I would share my experience, I am sorry if I offended anyone.
2005 2500 Cummins/48RE/3.73, QCLB, 4wd, BigHorn, Edge Juice w/ CTS + Turbo Timer,Transgo Shift Kit ISSPro Oil and LP pressure gauges, GDP 20/2 filters, Custom Diesel Steering Box Brace
'10 Forest River Shockwave Toy Hauler 21'
Honda EU3000I Genny
1992 D250 Cummins 5psd
2005 Forest River T26 Toy Hauler
Someone uses a 1/2 ton truck to its rated capacity and it scares you that badly? Seriously?
2015 Ram CTD
2015 Jayco 29QBS
spoon059 wrote:
OP, how much air is in the bags when you are empty? I know Firestone recommends 5 lbs empty, which should have zero effect on empty ride. Not sure what Airlift recommends. The benefits of bags is that when empty they are not supposed to effect the ride. Something sounds wrong here...
OP, how much air is in the bags when you are empty? I know Firestone recommends 5 lbs empty, which should have zero effect on empty ride. Not sure what Airlift recommends. The benefits of bags is that when empty they are not supposed to effect the ride. Something sounds wrong here...
Yes, what spoon059 said...What pressure were you running empty? I have not heard anyone that indicated any perceptible difference in empty ride quality when aired down to the minimum pressure.
It seems like everybody here loves Timbrens. They totally sucked on my truck, but once again it is a softly sprung truck, so it "bottomed out" on them all the time, even on mild bumps.
Glad your F150 is doing what it was designed for to your satisfaction. Some around here should consider practicing a little more input and a little less output.
2015 Ram 1500
2022 Grand Design Imagine XLS 22RBE
IdaD wrote:
Have you tried Timbrens? I really like the way they work on my truck. They ride a little over an inch above the axle so there's no discernible change in the non-loaded ride, but they improved the towing ride by settling down the rear end (especially bumps at speed). I don't know what the weight rating would be for the versions designed for an F150 but you might check them out.
Have you tried Timbrens? I really like the way they work on my truck. They ride a little over an inch above the axle so there's no discernible change in the non-loaded ride, but they improved the towing ride by settling down the rear end (especially bumps at speed). I don't know what the weight rating would be for the versions designed for an F150 but you might check them out.
They'll hold more than anyone should put on the back of a F150. Been there, tried to break more than 1 F150 with Timbrens on the back, lol. And you can set them up to have no effect on empty driving.
But I don't see how the bags would affect your empty ride that much. Dump the air and they should be squishy enough to not notice. Even if they say to run a certain psi empty, that's just in case you bottom out the suspension so it doesn't pinch a deflated bag. But unless you're catching air with the truck, you're not going to bottom it out in normal driving.
Or are you saying they're stiff even completely empty?
2016 Ram 2500, MotorOps.ca EFIlive tuned, 5” turbo back, 6" lift on 37s
2017 Heartland Torque T29 - Sold.
Couple of Arctic Fox TCs - Sold
I run airbags in 3 vehicles, two of which are set up for serious off-roading, but I also needed them to tow occasionally. Now I wasn't pulling 11,000 lbs, but about half that from time to time. I never needed to run more than 25 psi to bring the back end of the tow vehicle up to where it was without the trailer hooked up.
80 psi is just plain silly. Of course it's going to ride poorly. And at 5 PSI, you can't tell the bags are even back there and they had no negative impact on my two rock crawlers at this pressure, even when fully flexed out in the rocks.
Adam
Groover wrote:
"For the love of a god let the news media know when your traveling so we can clear the roads. Seriously. "
Someone uses a 1/2 ton truck to its rated capacity and it scares you that badly? Seriously?
"For the love of a god let the news media know when your traveling so we can clear the roads. Seriously. "
Someone uses a 1/2 ton truck to its rated capacity and it scares you that badly? Seriously?
Its very difficult to reach the max rated tow on the f150 without exceeding Max rated tongue weight, and or RAWR of the truck. The minimum tongue weight should be 1100lbs and the f150 is rated at max 1220 and most likely your over that with a travel trailer. For RVing that 11,000 lb rating is very unrealistic especially for a TT. So the comments are based on basic math not just opinion.
2008 Jayco G2 28RBS
2016 Nissan XD 5.0L Cummins
mich800 wrote:
Yes, what spoon059 said...What pressure were you running empty? I have not heard anyone that indicated any perceptible difference in empty ride quality when aired down to the minimum pressure.
spoon059 wrote:
OP, how much air is in the bags when you are empty? I know Firestone recommends 5 lbs empty, which should have zero effect on empty ride. Not sure what Airlift recommends. The benefits of bags is that when empty they are not supposed to effect the ride. Something sounds wrong here...
OP, how much air is in the bags when you are empty? I know Firestone recommends 5 lbs empty, which should have zero effect on empty ride. Not sure what Airlift recommends. The benefits of bags is that when empty they are not supposed to effect the ride. Something sounds wrong here...
Yes, what spoon059 said...What pressure were you running empty? I have not heard anyone that indicated any perceptible difference in empty ride quality when aired down to the minimum pressure.
If I read the manual correctly Airlift says that it is OK to use these airbags with no pressure in them. I pulled the fuse on the compressor then pulled the airlines off, let the bags bleed down and then reconnected the airlines to keep dirt out of the system. Even with no pressure sitting still you are still going to compress the bags and the air inside every time you hit a bump and it that is going to cause an increase in your spring rate. Honestly, I am as suprised as anyone that I noticed it that much.
My main point of this thread is to say that enough is enough and the smaller bags are enough for a half ton truck. The bigger bags are overkill for my truck and I probably made a mistake going for the "premium" product when I should have settled for "enough". I was just hoping that perhaps someone else might benefit from the lesson I learned.
Incidently, I also own a 2013 F150 that I put the same airbags on. That one is mostly driven by my daughter who lives in a different state so I don't spend much time in it but I had noticed that it is also harsher riding than it was new. She hasn't complained about that so I didn't give it much thought until my wife rebelled and forced me to take a hard look at my 2016 model. I may end up buying the smaller airbags for both trucks.
demiles wrote:
Its very difficult to reach the max rated tow on the f150 without exceeding Max rated tongue weight, and or RAWR of the truck. The minimum tongue weight should be 1100lbs and the f150 is rated at max 1220 and most likely your over that with a travel trailer. For RVing that 11,000 lb rating is very unrealistic especially for a TT. So the comments are based on basic math not just opinion.
Groover wrote:
"For the love of a god let the news media know when your traveling so we can clear the roads. Seriously. "
Someone uses a 1/2 ton truck to its rated capacity and it scares you that badly? Seriously?
"For the love of a god let the news media know when your traveling so we can clear the roads. Seriously. "
Someone uses a 1/2 ton truck to its rated capacity and it scares you that badly? Seriously?
Its very difficult to reach the max rated tow on the f150 without exceeding Max rated tongue weight, and or RAWR of the truck. The minimum tongue weight should be 1100lbs and the f150 is rated at max 1220 and most likely your over that with a travel trailer. For RVing that 11,000 lb rating is very unrealistic especially for a TT. So the comments are based on basic math not just opinion.
That is what a load distributing hitch is for. Also, the trailer is for business and their is rarely any other significant load in the truck while the trailer is hitched up. Just me, my lunch and a couple of hand tools. So I am within the operating parameters as stated by the factory. In this case your assumed "facts" are incorrect.
A load distributing hitch puts a fair amount of the tongue weight back on the trailer so 1500lbs of tongue weight may only result in 1000lbs on the truck and 500lbs back on the trailer, leaving me 700lbs in the GVWR to cover me and my lunch. That should be adequate. I do make sure that the the bottom leaf of the rear springs is slightly engaged for the extra traction and to reduce axle wrap up. I don't let it go much farther so that steering is not overly affected.
* This post was edited 04/11/17 06:33am by Groover *
BillyW wrote:
Good to know! I've entertained adding them to my half ton Ram as it's a pretty cushy ride. Since it's coil sprung, I ended up going with progressive springs that start out just like OEM, but stiffen up quick under load. So far, they're great.
It seems like everybody here loves Timbrens. They totally sucked on my truck, but once again it is a softly sprung truck, so it "bottomed out" on them all the time, even on mild bumps.
Glad your F150 is doing what it was designed for to your satisfaction. Some around here should consider practicing a little more input and a little less output.
Good to know! I've entertained adding them to my half ton Ram as it's a pretty cushy ride. Since it's coil sprung, I ended up going with progressive springs that start out just like OEM, but stiffen up quick under load. So far, they're great.
It seems like everybody here loves Timbrens. They totally sucked on my truck, but once again it is a softly sprung truck, so it "bottomed out" on them all the time, even on mild bumps.
Glad your F150 is doing what it was designed for to your satisfaction. Some around here should consider practicing a little more input and a little less output.
Prime candidate for a full Kelderman air ride. Removes springs and replace with airbags...
2015 Ram 3500 Dually
Sundowner 2286GM Pro-Grade Toyhauler
boogie_4wheel wrote:
For your 'ping tank', temporarily plumb in one of those 5g tanks from Harbor Freight for $30.
For your 'ping tank', temporarily plumb in one of those 5g tanks from Harbor Freight for $30.
I did not know what a ping tank was when I first came across the term and had to do some research on it. A ping tank is a small tank in the air line near the air bag with nothing but open hose inbetween. The purpose is to give the air in the bag somewhere to go as the bag compresses so that the spring rate is not increased as rapidly. Five gallons would be gross overkill, I am thinking something between a pint a quart would be good.
Example: If your truck is at rest with the airbag 50% compressed and you hit a bump that pushes the bag to 90% even if you start with no pressure in the bag (just normal atmospheric pressure) the bag pressure will jump to 60PSI. If you start with 30PSI in the bag and go to 90% compression the bag pressue will jump to 200PSI. The use of a ping tank the same volume as the bag was at rest those pressures at 90% will only jump to 12PSI and 55PSI respectively. The bigger the ping tank the smaller the increase will be. Whether that is good or bad depends on what you are looking for but as long as you don't bottom out you will soften the ride.
demiles wrote:
My facts could be incorrect but it sounds like you don't know the numbers either, just assuming the weights being transferred. I was just telling you why people are giving you grief over your rig, its your truck do what you want with it.
My facts could be incorrect but it sounds like you don't know the numbers either, just assuming the weights being transferred. I was just telling you why people are giving you grief over your rig, its your truck do what you want with it.
A got A's in physics, statics and dynamics on the way to my mechaincal engineering degree. What did you get?
What I am towing is nearly irrelevant to the topic anyway. What I am trying to convey is that if you want to add airbags to a 1/2 ton or probably even a 3/4 ton truck you would probably be happier saving your money and going with the smaller bags. Putting bags suitable for a dually on a 1/2 ton truck may end up making it ride like a dually and you shouldn't be using their capacity anyway. Don't just assume that more expensive is better. I did make a mistake on that and am trying to help others learn from my experience so that they don't repeat my mistake.
* This post was edited 04/11/17 08:21am by Groover *
FWIW I 2nd the Timbrens or Aircells. BTDT.
* This post was edited 04/11/17 01:25pm by Adam R *
Groover wrote:
That is what a load distributing hitch is for. Also, the trailer is for business and their is rarely any other significant load in the truck while the trailer is hitched up. Just me, my lunch and a couple of hand tools. So I am within the operating parameters as stated by the factory. In this case your assumed "facts" are incorrect.
A load distributing hitch puts a fair amount of the tongue weight back on the trailer so 1500lbs of tongue weight may only result in 1000lbs on the truck and 500lbs back on the trailer, leaving me 700lbs in the GVWR to cover me and my lunch. That should be adequate. I do make sure that the the bottom leaf of the rear springs is slightly engaged for the extra traction and to reduce axle wrap up. I don't let it go much farther so that steering is not overly affected.
That is what a load distributing hitch is for. Also, the trailer is for business and their is rarely any other significant load in the truck while the trailer is hitched up. Just me, my lunch and a couple of hand tools. So I am within the operating parameters as stated by the factory. In this case your assumed "facts" are incorrect.
A load distributing hitch puts a fair amount of the tongue weight back on the trailer so 1500lbs of tongue weight may only result in 1000lbs on the truck and 500lbs back on the trailer, leaving me 700lbs in the GVWR to cover me and my lunch. That should be adequate. I do make sure that the the bottom leaf of the rear springs is slightly engaged for the extra traction and to reduce axle wrap up. I don't let it go much farther so that steering is not overly affected.
No, that is NOT "what a load distributing hitch is for."
The tongue weight rating WITH weight distribution for your truck's receiver is still the "dead" weight of the tongue. It does not take weight distribution into account because you can't count on a specific amount of weight to be distributed off of the tongue, AND all the force of that weight still has to be transmitted through the receiver's framework and the bolts holding it to the truck. The weight does not magically disappear.
In other words, if your trailer tongue is 1500lbs on a scale, and your receiver's tongue weight rating is 1200lbs WITH weight distribution, you are exceeding your receiver's ratings by 300lbs or 25 percent.
Putting 10-ply tires on half ton trucks since aught-four.
IdaD wrote:
Have you tried Timbrens? I really like the way they work on my truck. They ride a little over an inch above the axle so there's no discernible change in the non-loaded ride, but they improved the towing ride by settling down the rear end (especially bumps at speed). I don't know what the weight rating would be for the versions designed for an F150 but you might check them out.
Have you tried Timbrens? I really like the way they work on my truck. They ride a little over an inch above the axle so there's no discernible change in the non-loaded ride, but they improved the towing ride by settling down the rear end (especially bumps at speed). I don't know what the weight rating would be for the versions designed for an F150 but you might check them out.
X2
I put them om my F-250 to level the rig. They don't engage unless you have a heavy load.
2015 F-250 PSD 4x4 XLT
2016 Silverback 31RK
https://visitedstatesmap.com/image/ALAZARCOFLIDLAMSMTNVNMTNTXUTWYsm.jpg
1320Fastback wrote:
For the love of a god let the news media know when your traveling so we can clear the roads. Seriously.
For the love of a god let the news media know when your traveling so we can clear the roads. Seriously.
Funny post considering that new F150 has way better brakes than that old 1st gen in your picture!
But I suppose it's irresponsible because the first number in the model doesn't start with a 2 or a 3?
My vote for weight cop post of the week!^
Grit dog wrote:
Funny post considering that new F150 has way better brakes than that old 1st gen in your picture!
But I suppose it's irresponsible because the first number in the model doesn't start with a 2 or a 3?
My vote for weight cop post of the week!^
1320Fastback wrote:
For the love of a god let the news media know when your traveling so we can clear the roads. Seriously.
For the love of a god let the news media know when your traveling so we can clear the roads. Seriously.
Funny post considering that new F150 has way better brakes than that old 1st gen in your picture!
But I suppose it's irresponsible because the first number in the model doesn't start with a 2 or a 3?
My vote for weight cop post of the week!^
I agree, not bad for just a beginner wt cop!! Funny thing...our full time wt cop has not even answered the call after this many pages.
![[emoticon]](http://www.coastresorts.com/sharedcontent/cfb/images/scratchead.gif "scratchead")
Jerry
.jpg)
2010 Toyota Tundra SR5 TRD double cab 4x4
2015 Jayco Jayflight 32 BHDS
Prodigy Brake Control
Eaz-Lift WD - Eaz-Lift sway control
marc71 wrote:
I recently installed Firestone Ride-Rite air bags on my Tundra, absolutely love them. It took a few trips to get the air pressure just right, I'm at between 25-30psi while hooked up and right at 5psi while unhooked. I will say it seems to ride a little rougher while empty but nothing to complain about. After I purchased these I saw an Ad for another company's product (can't remember the manufactures name at the moment) but their air bags have the bump stop built inside the air bags so you can run with zero air pressure without doing harm to the bags.
I recently installed Firestone Ride-Rite air bags on my Tundra, absolutely love them. It took a few trips to get the air pressure just right, I'm at between 25-30psi while hooked up and right at 5psi while unhooked. I will say it seems to ride a little rougher while empty but nothing to complain about. After I purchased these I saw an Ad for another company's product (can't remember the manufactures name at the moment) but their air bags have the bump stop built inside the air bags so you can run with zero air pressure without doing harm to the bags.
Air-Lift recommends 5 psi minimum with their air bags with bump stops.
Lynnmor wrote:
Air-Lift recommends 5 psi minimum with their air bags with bump stops.
marc71 wrote:
I recently installed Firestone Ride-Rite air bags on my Tundra, absolutely love them. It took a few trips to get the air pressure just right, I'm at between 25-30psi while hooked up and right at 5psi while unhooked. I will say it seems to ride a little rougher while empty but nothing to complain about. After I purchased these I saw an Ad for another company's product (can't remember the manufactures name at the moment) but their air bags have the bump stop built inside the air bags so you can run with zero air pressure without doing harm to the bags.
I recently installed Firestone Ride-Rite air bags on my Tundra, absolutely love them. It took a few trips to get the air pressure just right, I'm at between 25-30psi while hooked up and right at 5psi while unhooked. I will say it seems to ride a little rougher while empty but nothing to complain about. After I purchased these I saw an Ad for another company's product (can't remember the manufactures name at the moment) but their air bags have the bump stop built inside the air bags so you can run with zero air pressure without doing harm to the bags.
Air-Lift recommends 5 psi minimum with their air bags with bump stops.
The Air Lift Load Lifter Ultimate 88212 is one of the new exclusive air spring kits from Air Lift Company. This air bag kit will include all of the advantages of the standard Load Lifter 5000, with the added benefit of an internal jounce bumper.
The jounce bumper is made of closed-cell urethane foam in order to eliminate rough ride and provide an air cushion that will absorb shock effect and provide additional stability while towing or hauling heavy loads. This bump stop also gives the driver ability to run the air springs at zero PSI without causing any harm.
Like the Load Lifter 5000, this Ultimate Series kit will give your vehicle up to 5,000 lbs of load leveling capacity. It is also backed by a lifetime warranty and a satisfaction guarantee. With most applications being NO-DRILL, installation is fast and easy, with quality components to ensure that the first installation is the last.
This was taken right from the web site...
Click "Download Installation manual"
5 psi minimum, 100 psi maximum
Yes you can go to zero, but it is not recommended.
Groover wrote:
That is what a load distributing hitch is for. Also, the trailer is for business and their is rarely any other significant load in the truck while the trailer is hitched up. Just me, my lunch and a couple of hand tools. So I am within the operating parameters as stated by the factory. In this case your assumed "facts" are incorrect.
A load distributing hitch puts a fair amount of the tongue weight back on the trailer so 1500lbs of tongue weight may only result in 1000lbs on the truck and 500lbs back on the trailer, leaving me 700lbs in the GVWR to cover me and my lunch. That should be adequate. I do make sure that the the bottom leaf of the rear springs is slightly engaged for the extra traction and to reduce axle wrap up. I don't let it go much farther so that steering is not overly affected.
demiles wrote:
Its very difficult to reach the max rated tow on the f150 without exceeding Max rated tongue weight, and or RAWR of the truck. The minimum tongue weight should be 1100lbs and the f150 is rated at max 1220 and most likely your over that with a travel trailer. For RVing that 11,000 lb rating is very unrealistic especially for a TT. So the comments are based on basic math not just opinion.
Groover wrote:
"For the love of a god let the news media know when your traveling so we can clear the roads. Seriously. "
Someone uses a 1/2 ton truck to its rated capacity and it scares you that badly? Seriously?
"For the love of a god let the news media know when your traveling so we can clear the roads. Seriously. "
Someone uses a 1/2 ton truck to its rated capacity and it scares you that badly? Seriously?
Its very difficult to reach the max rated tow on the f150 without exceeding Max rated tongue weight, and or RAWR of the truck. The minimum tongue weight should be 1100lbs and the f150 is rated at max 1220 and most likely your over that with a travel trailer. For RVing that 11,000 lb rating is very unrealistic especially for a TT. So the comments are based on basic math not just opinion.
That is what a load distributing hitch is for. Also, the trailer is for business and their is rarely any other significant load in the truck while the trailer is hitched up. Just me, my lunch and a couple of hand tools. So I am within the operating parameters as stated by the factory. In this case your assumed "facts" are incorrect.
A load distributing hitch puts a fair amount of the tongue weight back on the trailer so 1500lbs of tongue weight may only result in 1000lbs on the truck and 500lbs back on the trailer, leaving me 700lbs in the GVWR to cover me and my lunch. That should be adequate. I do make sure that the the bottom leaf of the rear springs is slightly engaged for the extra traction and to reduce axle wrap up. I don't let it go much farther so that steering is not overly affected.
When I adjusted my WDH so that the front truck axle was only 100 lbs. lighter with the trailer attached, it transferred only 16% of the tongue weight to the trailer axles. Did you actually weigh your rig to measure a 33% tongue weight transfer to the trailer axles?
![[image]](https://c2.staticflickr.com/4/3695/33540038501_1cbb27f2cb_o.png)
![[image]](https://c2.staticflickr.com/4/3888/14490039013_0bec6ae80f_z.jpg)
2013 F150 XLT SCrew 5.5' 3.5 EB, 3.55, 2WD, 1607# Payload, EAZ Lift WDH
Toy Hauler: 2010 Fun Finder XT-245, 5025# new, 6640-7180# loaded, 900# TW, Voyager wireless rear view camera
Toys: '66 Super Hawk, XR400R, SV650, XR650R, DL650 V-Strom, 525EXC, 500EXC
Lynnmor wrote:
Manual
Click "Download Installation manual"
5 psi minimum, 100 psi maximum
Yes you can go to zero, but it is not recommended.
Manual
Click "Download Installation manual"
5 psi minimum, 100 psi maximum
Yes you can go to zero, but it is not recommended.
You are correct don't know why some think they can run 0 pressure in them. They do say that you can run them empty for a limited amount of time, and that too makes no sense. What is a limited amount of time. I wouldn't run any airbag without at least 5-10 psi. in them
marc71 wrote:
The Air Lift Load Lifter Ultimate 88212 is one of the new exclusive air spring kits from Air Lift Company. This air bag kit will include all of the advantages of the standard Load Lifter 5000, with the added benefit of an internal jounce bumper.
The jounce bumper is made of closed-cell urethane foam in order to eliminate rough ride and provide an air cushion that will absorb shock effect and provide additional stability while towing or hauling heavy loads. This bump stop also gives the driver ability to run the air springs at zero PSI without causing any harm.
Like the Load Lifter 5000, this Ultimate Series kit will give your vehicle up to 5,000 lbs of load leveling capacity. It is also backed by a lifetime warranty and a satisfaction guarantee. With most applications being NO-DRILL, installation is fast and easy, with quality components to ensure that the first installation is the last.
This was taken right from the web site...
Lynnmor wrote:
Air-Lift recommends 5 psi minimum with their air bags with bump stops.
marc71 wrote:
I recently installed Firestone Ride-Rite air bags on my Tundra, absolutely love them. It took a few trips to get the air pressure just right, I'm at between 25-30psi while hooked up and right at 5psi while unhooked. I will say it seems to ride a little rougher while empty but nothing to complain about. After I purchased these I saw an Ad for another company's product (can't remember the manufactures name at the moment) but their air bags have the bump stop built inside the air bags so you can run with zero air pressure without doing harm to the bags.
I recently installed Firestone Ride-Rite air bags on my Tundra, absolutely love them. It took a few trips to get the air pressure just right, I'm at between 25-30psi while hooked up and right at 5psi while unhooked. I will say it seems to ride a little rougher while empty but nothing to complain about. After I purchased these I saw an Ad for another company's product (can't remember the manufactures name at the moment) but their air bags have the bump stop built inside the air bags so you can run with zero air pressure without doing harm to the bags.
Air-Lift recommends 5 psi minimum with their air bags with bump stops.
The Air Lift Load Lifter Ultimate 88212 is one of the new exclusive air spring kits from Air Lift Company. This air bag kit will include all of the advantages of the standard Load Lifter 5000, with the added benefit of an internal jounce bumper.
The jounce bumper is made of closed-cell urethane foam in order to eliminate rough ride and provide an air cushion that will absorb shock effect and provide additional stability while towing or hauling heavy loads. This bump stop also gives the driver ability to run the air springs at zero PSI without causing any harm.
Like the Load Lifter 5000, this Ultimate Series kit will give your vehicle up to 5,000 lbs of load leveling capacity. It is also backed by a lifetime warranty and a satisfaction guarantee. With most applications being NO-DRILL, installation is fast and easy, with quality components to ensure that the first installation is the last.
This was taken right from the web site...
Those are the bags I had and I noticed an immediate and dramatic degradation in ride quality that went away when I took the bags back off. As I stated earlier my wife refused to get in the truck while those bags were on it. I suspect that the bags are great for heavier trucks and I do miss them some with heavier loads but will probably go with the smallest bag they make if I choose to put some back on my half ton truck. Now I just need to figure out what to do with bags I took off.
Now that I have confirmed that the air bag installation was the cause of my rough ride I need to call AirLift and discuss the issue with them. My limited experience with their customer service has been excellent. My helper broke a part during installation so I called AirLift and tried to buy a new part but they refused my money and expedited getting me an entire new assembly. I don't want anyone to think that I am being critical of them.
* This post was edited 04/16/17 08:22am by Groover *