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Buying Guide
Ford F-150 Recovery Kit: What to Buy, and in What Order
By RiggingOps Editorial · Updated
RiggingOps doesn't sell gear and takes no sponsorships. We earn a commission when you buy through links on this page, and that commission never affects rankings; picks are ranked by evidence. How we choose →
Read before you rig
Recovery gear stores serious kinetic energy. A failed rope, strap, or shackle can whip back with enough force to injure or kill. Keep everyone clear of the load path, never exceed a component's rated capacity, and follow your gear manufacturer's manual. Where it differs from anything on this page, the manual wins. This article is spec-and-evidence analysis, not field instruction from a certified instructor. If you're not confident rigging the pull safely, that's a reason to call someone who is, not a reason to guess.
•Ford's owner's manual documents frame-mounted front recovery hooks as standard equipment, rated up to the vehicle's GVWR. That's a genuine recovery rating, not tow-only language, which is a meaningfully different starting point than the 4Runner or several crossovers covered elsewhere on this site.
•There's no dedicated rear recovery hook as standard equipment. Owner-community consensus (not confirmed directly by Ford) is that a rear pull runs off the trailer hitch receiver instead, which needs a load-rated shackle mount, not a bare receiver tube.
•GVWR runs 6,010-7,850 lbs across F-150 trims, one of the widest single-nameplate half-ton spreads on this site. A base XL Regular Cab and a Heavy-Duty Payload Package truck genuinely need different rope and winch sizing, not the same kit.
•Because the front point already exists from the factory, the F-150's buy order differs from a 4Runner's: size a rope and shackle to your own door-jamb GVWR first, add a rated hitch shackle mount for the rear, then boards, then a winch last.
•Every pick below carries a manufacturer-published spec (MBS, WLL, or a stated vehicle-weight class); tier language only, no prices.
Ford, WARN, ARB, Bubba Rope, Yankum Ropes, Factor 55, Harbor Freight, MAXTRAX, and X-BULL are trademarks of their respective owners; RiggingOps is not affiliated with or endorsed by any of them.
The F-150’s front recovery hooks work from the factory; its rear end doesn’t have one at all. Follow your winch and recovery gear manufacturers’ instructions; where this article differs from your owner’s manual or a specific product’s manual, the manual wins. Never rig a metal hook or shackle in a way that could turn it into a projectile if something fails, and keep bystanders clear of the entire line path any time a strap or rope is under tension.
Front Hooks Are Rated. There’s No Rear One. Plan Around Both.
Per the F-150 owner’s manual, quoted by an owner on F150Forum.com and cross-checked against that same thread (though not independently re-verified on an OEM-owned page), the Roadside Emergencies section states plainly: the truck comes equipped with frame-mounted front recovery hooks, and a load should never be applied to them greater than the vehicle’s GVWR. Ford’s manual frames these specifically as recovery and unsticking hooks, not general towing hardware.
That’s a genuinely different starting point than several other vehicles covered on this site. The 4Runner’s front points are labeled Emergency Towing Eyelets in Toyota’s own documentation and explicitly not intended for off-road or kinetic recovery. The F-150’s front hooks are the opposite case: Ford’s manual affirmatively scopes them for recovery use, capped at GVWR rather than a stamped Minimum Breaking Strength or Working Load Limit. That cap matters in practice, since it means the hooks’ actual rated capacity moves with your specific truck’s GVWR, 6,010 lbs on a base XL Regular Cab up to 7,850 lbs on a Heavy-Duty Payload Package build, not a single number every F-150 shares.
The rear tells a different story. There’s no dedicated rear recovery hook as standard equipment on the F-150. Owner-community consensus on F150Forum.com, not confirmed directly by Ford in this research, holds that the rear instead relies on the trailer hitch receiver. A bare receiver tube was never engineered as a recovery point by itself; turning it into one takes a load-rated shackle mount seated with a load-rated pin, never a standard hitch pin and never a ball mount. That gap, not a missing front point, is what actually needs solving on this truck.
Buy in This Order for an F-150, Not Whatever’s Cheapest First
A kinetic recovery rope, sized to your own door-jamb GVWR, since the front factory hooks are already usable.
Rated shackles, matched to the rope’s MBS before you buy.
A load-rated hitch shackle mount for the rear, since the F-150 doesn’t ship with a rear hook.
Traction boards, for no-winch self-recovery from sand, mud, or a spinning tire.
A winch, last, once the rest of the kit is in place.
This order differs from a 4Runner or a Subaru on this site. Those platforms need an aftermarket front recovery point before anything else, because the factory hardware isn’t recovery-rated at all. The F-150’s front point already clears that bar. What it’s missing is a rear one, which is why a hitch shackle mount, not a frame-mounted front bracket, is the F-150-specific purchase on this list.
Sizing the Rope and Shackle to the F-150’s Wide GVWR Range
GVWR on the F-150 spans 6,010-7,850 lbs, one of the widest single-nameplate half-ton spreads covered on this site. That range comes from a base XL Regular Cab at the floor and a Heavy-Duty Payload Package build at the ceiling; standard Raptor and Raptor R trucks land lower, around 7,350-7,400 lbs, since the HDPP number is a build-time package rather than a Raptor-standard figure. Curb weight, separately, runs 4,021-5,950 lbs depending on cab, engine, and drivetrain.
Two sizing rules apply, and they’re built on two different weight bases, not just two different multipliers, so both are shown on their own terms rather than forced into one column:
Source
Sizing method
Weight basis
MBS range
Bubba Rope
3-4x curb weight
Curb weight: 4,021-5,950 lbs
12,063-23,800 lbs
ARB (snatch strap guidance)
2-3x GVW
GVWR: 6,010-7,850 lbs
12,020-23,550 lbs
A 7/8″ rope at 28,500-28,600 lb MBS clears both sizing rules at every point in the F-150’s range, Bubba Rope’s curb-weight-based method included. What actually pushes a heavier F-150 toward the 1″ rope isn’t the MBS multiplier math, it’s Factor 55’s own linked WARN sizing brochure, which draws the line by vehicle class rather than by formula: 7/8″x30’ for Jeeps, mid-size trucks, and SUVs; 1″x30’ for full-size trucks and SUVs, the class the F-150 sits in. A 1″ rope at 33,500 lb MBS clears both multiplier rules with even more room to spare.
There’s a real gap worth naming honestly rather than smoothing over: the Yankum Rattler’s own manufacturer-stated vehicle range (7,200-10,249 lbs) starts above the F-150’s GVWR floor (6,010 lbs). A base XL Regular Cab at the bottom of the range isn’t squarely inside the Rattler’s stated bracket, even though it clears the multiplier math above. If your specific truck’s door-jamb GVWR reads under roughly 7,200 lbs, the 7/8″ Bubba Rope pick below is the better-matched choice on paper; above that, the 1″ Rattler is the safer default. Either way, read the actual number off your own driver’s door jamb before buying: a Raptor and a base XL don’t share a rope size.
One more thing worth knowing before you buy at 1″: the Rattler’s 33,500 lb MBS isn’t the only number sold at this diameter. Bubba Rope’s own 1″ HD Bubba is manufacturer-rated 42,000 lbs, roughly 25% higher than the Rattler or Rhino USA’s 33,500-33,600 lb 1″ ropes at the identical nominal diameter, though it currently has no Amazon listing to buy through. See our full 7/8 vs 1 inch kinetic rope comparison for the brand-by-brand breakdown behind the two sizing rules above.
Shackles follow the same rope-first logic: a shackle’s MBS has to exceed the MBS of the rope it’s paired with, not the other way around. Every shackle pick below clears the 1″ Rattler’s 33,500 lb MBS, whichever rope diameter you end up buying.
ARB / MAXTRAX: 2-3× GVW (computed here from GVWR): 12,020–23,550 lb MBS
These are two different published sizing methods on two different weight bases (curb weight vs. GVWR), not a single number: don't average them.
Weight and recovery points
Curb weight
4,021–5,950 lb
GVWR
6,010–7,850 lb
Manufacturer-documented per the Owner's Manual Roadside Emergencies section, quoted verbatim by an owner and independently re-verified against that forum post, though not independently confirmed on an OEM-owned page: standard equipment includes frame-mounted front recovery hooks only, rated for a load never exceeding the vehicle's GVWR. Ford's manual frames these strictly as recovery/unsticking hooks, not for general towing. No dedicated factory rear recovery hook is standard; the rear relies on the trailer hitch receiver. This rear-hook absence is owner/community-sourced, not manufacturer-confirmed.
▸Show full sourcing (6 data points)
Field
Value
Status
Source
Curb weight, minimum (lightest configuration)
4,021 lbs, 2021 F-150 XL 4x2 Regular Cab 5.5 ft box, 3.3L Ti-VCT V6 (the 2.7L EcoBoost in the same configuration weighs approximately 4,171 lbs).
5,863-5,950 lbs, 2024-2026 F-150 Raptor/Raptor R 4x4 SuperCrew 5.5 ft box. Sources disagree by about 90 lbs within this band; treat as an approximate ceiling. The PowerBoost hybrid SuperCrew is lighter, approximately 5,540 lbs, and is not the ceiling.
7,850 lbs, the Heavy-Duty Payload Package (HDPP) ceiling for XLT/Lariat SuperCrew EcoBoost configurations. This is a package-dependent ceiling, not the standard-trim maximum (standard Raptor tops out at 7,350 lbs).
Owner's manual, Roadside Emergencies section: your vehicle comes equipped with frame-mounted front recovery hooks, which should never have a load applied to them greater than the vehicle's GVWR.
Factory recovery points, rear (absence-claim: no rear hook exists; does not bear on the verified front hook's rating)
No dedicated rear recovery/tow hook is standard. Owner-forum consensus confirms the F-150's rear relies on its trailer hitch receiver for recovery/towing use rather than a welded or bolted factory tow hook; aftermarket receiver-mount recovery hooks are commonly used instead.
Curb weight and GVWR vary substantially by cab, box length, drivetrain, engine, and package. Minimum curb weight (4,021 lbs) is a 4x2 Regular Cab, 3.3L V6, shortest box. Maximum curb weight (5,540-5,950 lbs) spans Raptor/Raptor R versus PowerBoost hybrid SuperCrew; sources disagree by 90-400 lbs depending on year/trim, so do not present as a single definitive number. Minimum GVWR (6,010 lbs) is the base XL Regular Cab. Maximum GVWR (7,850 lbs) applies specifically to HDPP-equipped trucks, not standard Raptor trucks, which top out at 7,350-7,400 lbs; this is a meaningfully different claim than heaviest standard trim and should be labeled as such. The exact curb weight and GVWR for any specific F-150 is stamped on the Safety Compliance Certification Label on the driver's side door jamb. Figures here concentrate on 2021 and 2024/2026 model years; 2022, 2023, and 2025 were not individually re-verified figure by figure, though general research confirms 2021-2023 weights are broadly stable within this range.
Winch minimum computed from WARN's published GVWR × 1.5 formula using manufacturer GVWR figures, not manufacturer-published guidance for your exact vehicle. Your exact GVWR is on the driver's door-jamb placard. We publish no shackle-size-by-vehicle-weight chart; see WLL vs. MBS for how to size a shackle from its own working load limit.
XL Regular Cab vs. HDPP and Raptor: The GVWR Spread That Changes Your Rope Size
Not every F-150 needs the same kit, and the spread here is wide enough to matter more than it does on most single-nameplate trucks. A base 2021 F-150 XL 4x2 Regular Cab with the 3.3L V6 weighs approximately 4,021 lbs curb and carries a GVWR around 6,010-6,100 lbs, the lightest configuration Ford sells under this nameplate. At the opposite end, a Heavy-Duty Payload Package XLT or Lariat SuperCrew EcoBoost can carry a GVWR up to 7,850 lbs, a package-dependent ceiling, not the standard-trim maximum. Standard Raptor and Raptor R trucks, despite their heavier 5,863-5,950 lb curb weight, actually carry a lower GVWR ceiling than HDPP trucks, around 7,350-7,400 lbs, since Raptor’s factory suspension and payload tuning aren’t the same variable HDPP is built to maximize.
That spread changes real purchase decisions, not just theoretical math. A base XL owner sizing a rope off the low end of the range has room to use a 7/8″ rope and save weight and cost; an HDPP or near-HDPP owner is better matched to the full 1″ class per Factor 55’s linked WARN sizing brochure, which scopes 7/8″ rope to mid-size trucks and 1″ to full-size trucks like the F-150, not because the MBS multiplier math forces it. The winch math splits the same way: WARN’s GVWR x 1.5 formula gives 9,015 lbs minimum at the XL floor versus 11,775 lbs minimum at the HDPP ceiling, a nearly 2,800 lb difference in required winch capacity on the same nameplate. None of this shows up on a window sticker or a trim badge; it’s stamped on the driver’s-side Safety Compliance Certification Label, which is the only number that actually applies to your specific truck.
Each spec links to where we got it. Manufacturer-verified means we saw the figure on the maker's own product page, linked next to the value. Retailer-sourced means the figure came from a retailer or cached listing, not the manufacturer directly, and we say so next to the value. Not verified / not published means we could not confirm the figure anywhere credible, so we say that instead of guessing.
+33,500 lb MBS manufacturer-verified, matched by Factor 55's 1" rope and within 100 lb of Rhino USA's 33,600 lb
+Manufacturer states WLL at three safety factors instead of one cherry-picked number
+Manufacturer-stated fit brackets the F-150's GVWR ceiling (7,850 lbs) squarely, and Factor 55's linked WARN sizing brochure separately names this diameter class for full-size trucks specifically
Cons
−No published rope weight
−Manufacturer's own stated minimum (7,200 lbs) sits above the F-150's GVWR floor (6,010 lbs), so base XL trucks aren't squarely inside the stated range; see the 7/8" alternative below
At 33,500 lb MBS, the Rattler is the safe default for an F-150 sized off the top of its GVWR range, and it's the diameter Factor 55's own sizing brochure names for full-size trucks. Confirm your own door-jamb GVWR; a lighter base trim may not need it.
+MBS tested to Cordage Institute 1500 methods at a third-party calibrated test bed, per Bubba Rope
+Clears both major sizing rules at the F-150's GVWR floor (6,010-6,100 lbs, base XL Regular Cab), where the 1" Rattler's own stated range doesn't quite start
Cons
−Factor 55's linked WARN sizing brochure scopes this diameter to Jeeps, mid-size trucks, and SUVs, not full-size trucks like the F-150; that class fit, not the MBS multiplier math, is the real reason to step up to the 1" Rattler on a Heavy-Duty Payload Package or Raptor build
−Mid-tier pricing
The right call if your specific F-150's door-jamb GVWR sits under roughly 7,200 lbs, common on base and mid trims, both by the Yankum Rattler's own stated vehicle-weight floor and by Factor 55's linked WARN brochure, which scopes 7/8" rope to mid-size trucks and SUVs rather than full-size. Above that, step up to the 1" Rattler.
+Publishes both MBS and WLL, landing on a 5:1 safety factor
+47,500 lb MBS clears the 1" Rattler's 33,500 lb MBS with room to spare, satisfying the shackle-exceeds-rope sizing rule
+231 retailer-hosted reviews averaging 4.8/5 on Harbor Freight's own product page
Cons
−No independent, third-party lab test located for this specific product
−Retailer-hosted review scores are self-reported by Harbor Freight, not an independently counted sample
The only budget pick here with a manufacturer-published WLL, not just a breaking-strength number, and its MBS still comfortably outruns the F-150's 1" rope.
+The only premium pick here with both MBS and WLL published, giving a clean, verifiable 43,500/8,700 = 5:1 safety factor
+43,500 lb MBS clears the 1" Rattler's 33,500 lb MBS with the most margin of the three shackle picks
Cons
−Premium price with no independently gathered owner-review sample in our research
−3/8" diameter only: no larger size published on this exact product page
If you want a soft shackle whose safety factor you can check with a calculator rather than trust, this is the pick, and its MBS still outruns the F-150's 1" rope.
+9,500 lb WLL turns the F-150's rear hitch receiver, which has no factory recovery hook, into an actual rated recovery point
+Fits the 2-inch Class III/IV receiver most F-150s ship with standard
+3/4-inch pin accepts standard screw-pin shackles rather than a proprietary connector
Cons
−Spec comes from a marketplace-mirrored listing, not independently confirmed on factor55.com directly
−Confirm your specific F-150's receiver class before buying; a 3-inch Class V hitch needs the HitchLink 3.0 below instead, not this one
The rear recovery point the F-150 doesn't ship with. Because there's no standard rear hook, this or an equivalent load-rated hitch shackle mount is the second purchase on this list, not an optional add-on.
+18,000 lb WLL, manufacturer-rated directly on factor55.com, not a marketplace mirror
+Well clear of any GVWR figure in the F-150's 6,010-7,850 lb range
Cons
−Only fits a Class V 3-inch receiver; most F-150s ship with a 2-inch Class III/IV receiver, so confirm your specific hitch before ordering, per Factor 55's own guidance
−Premium price relative to the HitchLink 2.0
The higher-capacity option if your specific F-150 has a Class V 3-inch receiver. Most half-ton F-150s won't; check your hitch before assuming this is the right one over the HitchLink 2.0.
+Lightest full-length board in this roundup at 11.24 lb per pair
+Lowest price tier among the boards covered here
Cons
−Owner reports of cracking and cold-weather brittleness exist but are mixed and technique-dependent, not a strength or price-tier issue; see our traction board roundup for the full breakdown before trusting a budget board under a half-ton truck's wheel spin
A reasonable low-cost backup pair for mild sand or mud recoveries on an F-150, but budget in for the real, sourced risk of cracking or wheel-spin melt damage under heavy or cold-weather use, and pair it with disciplined throttle technique: a half-ton truck's weight makes wheel spin easy to overdo on a budget board.
+Double-sided ramp/cleat surface means both faces wear before the board is done
+Rated for standard 4x4s up to roughly 11,000 lb, well clear of the F-150's 7,850 lb GVWR ceiling
+Mounts to a bed rail or tailgate rack on a pickup instead of eating cargo floor space, unlike on an SUV
Cons
−Premium price tier relative to budget alternatives
−No published engineering load rating: only a do-not-exceed vehicle weight limit
The default pick for an F-150 owner who wants the most-discussed board in enthusiast forums and a manufacturer-backed weight limit with room above even an HDPP-spec truck's GVWR.
Prices/availability change: we don't display prices. Links may earn us a commission.
The Rear Recovery Point: Why a Bare Hitch Receiver Isn’t Enough
Because the F-150 has no standard rear recovery hook, the rear half of this kit needs a component the front half doesn’t: a load-rated hitch shackle mount. A trailer hitch receiver on its own was engineered for a ball mount carrying a steady, downward trailer-coupling load, not the off-axis, dynamic force of a kinetic pull, and a standard hitch pin isn’t rated to retain a shackle loop under that kind of load either. Never loop a strap or shackle directly over a hitch pin or a ball mount for a recovery pull; both are named dangers on this site, not options, and a tow ball in particular can shear off and become a projectile under load.
The fix is a purpose-built hitch shackle mount, seated in the receiver with its own load-rated pin. Factor 55’s HitchLink 2.0 is listed at 9,500 lb WLL for a standard 2-inch Class III/IV receiver, the size most F-150s ship with, using a 3/4-inch pin compatible with ordinary screw-pin shackles. That figure comes from a marketplace-mirrored listing rather than a page independently loaded on factor55.com, so it’s held at manufacturer-stated, not independently re-verified. The HitchLink 3.0 steps up to an 18,000 lb WLL, manufacturer-rated directly on factor55.com, but it’s built specifically for a Class V 3-inch receiver, a size most half-ton F-150s don’t have as standard equipment. Confirm your own receiver class off the hitch itself before ordering either one; they’re not interchangeable, and Factor 55 says so directly on its own product pages.
Traction Boards: The No-Winch Option Worth Buying Before a Winch
Traction boards handle most everyday stuck situations, sand, mud, a spinning tire, without touching either recovery point on the truck: place them under the drive tires, angled rather than flat per MAXTRAX’s own instructions, and drive out. Both picks above clear the F-150’s 7,850 lb GVWR ceiling with real margin on their published vehicle-weight limits, so the choice between them comes down to budget tier and how much cold-weather or heavy-mud use you expect. A half-ton truck’s weight makes wheel spin easy to overdo on a budget board, which is exactly the failure mode the sourced owner reviews above describe; disciplined throttle technique matters more than which board you buy.
A Winch Is the Last Item, Not the First
Everything above (rope, shackles, a rear hitch point, boards) works without a winch. A winch earns its place when you travel solo, travel remote enough that a second vehicle isn’t a given, or regularly face terrain, deep mud, steep off-camber recovery, where boards and a rope aren’t enough on their own. Run WARN’s GVWR x 1.5 formula against your own F-150’s door-jamb GVWR before shopping: 9,015 lbs minimum at the 6,010 lb floor, 11,775 lbs minimum at the 7,850 lb HDPP ceiling, and roughly 11,025-11,100 lbs for a standard Raptor or Raptor R at their 7,350-7,400 lb GVWR. See our winch sizing guide for the layer-by-layer capacity math that applies regardless of vehicle, and our heavy-duty truck winch roundup if your specific build’s GVWR pushes past what a half-ton-class winch covers.
If you’re facing a rollover, a vehicle on an unstable slope, a water recovery, a damaged recovery point, or any pull you’re not confident calculating, that’s a call-a-professional situation, not a solo-rig-it situation.
How We Chose
The F-150’s own GVWR, curb weight, and recovery-point language come from a mix of a forum-mirrored Ford technical specs PDF, dealer- and aggregator-sourced weight figures, and an owner’s direct quotation of the owner’s manual on F150Forum.com; none of that reaches the confidence level of a manufacturer-hosted spec sheet we could load directly, and that’s stated plainly rather than presented as equivalent to Ram’s or Chevrolet’s directly-sourced figures elsewhere on this site. See our review methodology page for the full policy behind how we vet and rank picks.
Frequently asked questions
What's in a complete Ford F-150 recovery kit?
In buy order: a kinetic recovery rope sized to your truck's actual door-jamb GVWR (6,010-7,850 lbs depending on trim), rated shackles matched to that rope's MBS, a load-rated hitch shackle mount for the rear since the F-150 has no standard rear hook, traction boards for no-winch self-recovery, and a winch last, sized off WARN's GVWR x 1.5 formula. The front factory hooks are usable as-is; you're not buying a replacement recovery point the way some other vehicles on this site require.
Does the Ford F-150 have factory recovery points?
Yes, at the front. Per the F-150 owner's manual (quoted by an owner on F150Forum.com and cross-checked against that thread, though not independently re-verified on an OEM-owned page), the truck comes standard with frame-mounted front recovery hooks, with the instruction never to apply a load to them greater than the vehicle's GVWR. That's a genuine recovery rating, capped at your specific truck's GVWR rather than a stamped poundage.
Does the F-150 have a rear tow hook?
Not as standard equipment. Owner-community consensus on F150Forum.com, not confirmed directly by Ford in this research, is that the rear relies on the trailer hitch receiver instead of a bolt-on hook. A rear recovery pull needs a load-rated hitch shackle mount seated with a load-rated pin, not a standard hitch pin and never a ball mount, since the receiver tube itself was never engineered as a recovery point on its own.
What size kinetic rope do I need for an F-150?
A 1 inch rope, which runs 33,500 lbs MBS and is manufacturer-scoped to 7,200-10,249 lb vehicles, safely covers the F-150's GVWR ceiling (7,850 lbs on Heavy-Duty Payload Package builds). If your specific truck's door-jamb GVWR sits at the lower end of the range (6,010-7,199 lbs, common on base XL Regular Cab trucks), a 7/8 inch rope at 28,500-28,600 lb MBS also clears both major sizing rules and is the lighter, less expensive option. Read your own GVWR off the driver's door jamb before choosing; don't assume a Raptor's rope size fits an XL.
What size winch do I need for a Ford F-150?
WARN's formula is GVWR x 1.5. At the F-150's GVWR floor (6,010 lbs, base XL Regular Cab), that's 9,015 lbs minimum. At the Heavy-Duty Payload Package ceiling (7,850 lbs), it's 11,775 lbs minimum. Standard Raptor and Raptor R trucks land lower, around 7,350-7,400 lbs GVWR, for an 11,025-11,100 lb minimum. Read your own truck's GVWR off the door jamb; the HDPP number only applies if your specific build has that package.
Can I recover from my F-150's hitch receiver?
Only with a load-rated shackle mount seated in a properly rated pin, never a bare receiver tube and never a ball mount. Factor 55's HitchLink 2.0 is listed at 9,500 lb WLL for standard 2-inch Class III/IV receivers (a marketplace-mirrored spec, not independently confirmed on factor55.com), and the HitchLink 3.0 is manufacturer-rated directly on factor55.com at 18,000 lb WLL for Class V 3-inch receivers. Confirm which receiver class your specific F-150 has before buying either one; they aren't interchangeable.
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