Size and material choice. Tie rods on 200 are the size of the steering linkages on SFA from Ford.Stop. The drivetrain and suspension components in my 2014 F150 were as beefy as the LC. The frame rails on my F150 were a lot larger. Nothing about the LC is even close to what is in a 1 ton truck from the last 15 years. They have been using 10.5+" ring gears in the axles of 3/4 ton trucks since the early 2000's at least. The lightest weight F250 regular cab gas engine 4x4 is just as heavy as the heaviest 200 series, except the F250 has cloth seats and a vinyl floor and an aluminum body the cut 400-500 lbs vs a steel body. Even a moderately optioned crew cab will be north of 7000 lbs even with the light weight aluminum body.
Lets just say, hypothetically, you could drop a 6.7L Cummins or Powerstroke that makes 1000+ ft-lbs of torque at 1500 rpm into the 200 series without changing anything else. You honestly think the chassis and drivetrain would survive holding up an extra 800 lbs of engine over the front tires and then be able to hook up to a 14000 lb trailer and use those 1000 ft-lbs of torque without it turning to dust?
Take out all the fancy leather and sound deadening and they wouldn't weigh any more than any other 1/2 ton truck or SUV. In fact, my LX570 is lighter than my parents mid-trim Expedition.
The 200 series is a stout truck for what it is but some of you are delusional.
The LCAs on the GM HD stuff are a joke.
Yes, I think the front can handle it. Of course it will need heavier springs, but the foundation is stout enough.