User Tag List
Results 41 to 50 of 102
Thread: Towing with F150
-
01-10-2018, 10:53 AM #41
250 hp, 440 ft-lbs, 11,400 lbs max tow...
I imagine the tow rating is for 4x2 Regular cab. Can’t see any reason to go 3.0 diesel instead of 3.5 EcoBoost with its’ 13,200 lb max tow rating.
http://www.autoguide.com/auto-news/2...ft-30-mpg.html
Sent from my iPhone using TapatalkJeff & Deena
2017 Reflection 303RLS, 4 x T-105s
2006 F-350 King Ranch, 4x4
-
01-10-2018, 11:13 AM #42
- Join Date
- Feb 2014
- Location
- Kerrville, TX RV parks through April 2020
- Posts
- 1,194
- Mentioned
- 0 Post(s)
- Tagged
- 0 Thread(s)
Rob may chime in here, but my question is long term durability of the Eco Boost compared to the current larger diesels from Ford, GM, and Ram. Our Cummins 6.7 just turned 155000 miles, believe and hope it has many more trouble free miles. We know that for a given displacement, a diesel has roughly twice as much torque, which is way more important than horsepower for towing.
AKA Steve and Lynne
Storm the Black Lab
Reflection 337 RLS vin 573FR3628E3300393
2008 Dodge Ram 2500 Quad Cab Longbox
6.7 Cummins, 68 RFE transmission
B and W Companion, Air Lifts
-
01-10-2018, 11:32 AM #43
Hi Steve - I know that Ford had some durability issues with early Ecoboost engines but most recent reports are favourable. Such as https://jalopnik.com/heres-how-a-for...0-m-1790602670
Agreed that torque is the important number when towing and RPM range at maximum torque is equally important. This is why diesels do so well. Gasoline engines typically reach max torque for only a narrow RPM range, typically around 5000 RPM. The Ecoboost has a "diesel shaped" torque curve . . . albeit at 450 rather than 900 ft lbs. A broad 450 ft lb torque curve is more than sufficient for hauling a 10,000 lb trailer. A diesel engine is certainly the right engine for hauling larger trailers.
RobCate & Rob
2015 Reflection 303RLS
-
02-26-2018, 08:55 PM #44
- Join Date
- Feb 2018
- Posts
- 34
- Mentioned
- 1 Post(s)
- Tagged
- 0 Thread(s)
Read a ton about weights, payloads and gvwr’s in this thread. All ratings aside. How does the f150 eco handle the 10,000 plus pound TT? Starting, stopping, handling and maintaining speed.
-
02-27-2018, 06:40 AM #45
- Join Date
- Oct 2017
- Location
- Clinton NJ
- Posts
- 20
- Mentioned
- 0 Post(s)
- Tagged
- 0 Thread(s)
I second what Sande005 said earlier - same truck, same weight (~8500), Blue Ridge, Poconos, Adirondacks - no issues! But I can't speak for the additional 1500 lbs.
-
03-21-2018, 08:50 PM #46
- Join Date
- Feb 2018
- Location
- Northwest Georgia
- Posts
- 341
- Blog Entries
- 7
- Mentioned
- 0 Post(s)
- Tagged
- 0 Thread(s)
I'm not sure whether it's still the case for the 2018 F150 that the original poster has, but for my 2014 F150, having 20"-dia. wheels from the factory also meant getting a higher-rated rear axle. My 2014 F150 has a rear GAWR of 4,050-lbs. instead of the standard 3,850-lbs. solely because of the 20"-dia. wheels. I think that Rob's HD package bumped the rear GAWR up to 4,800-lbs.
Joe & Joy + children
2018 Imagine 2800BH
2022 F250 Crew Cab 4x4 Tremor, 7.3L V8
Equal-i-zer 1,200/12,000 lb. hitch
-
03-21-2018, 09:12 PM #47
- Join Date
- Feb 2018
- Location
- Northwest Georgia
- Posts
- 341
- Blog Entries
- 7
- Mentioned
- 0 Post(s)
- Tagged
- 0 Thread(s)
My understanding is that the 1st generation 3.5L EcoBoost (2011-2016) is susceptible to carbon build-up on intake valve due to direct-only injection, but the 2nd generation 3.5L EcoBoost (2017-present) has changed to combination direct & port injection to avoid carbon build-up on valves. Since I have a 1st-gen. EcoBoost, I've installed an air-oil separator (Moroso #85520) on the PCV line to catch some of the "junk" before it goes back into the intake, which will hopefully reduce the chances of carbon build-up on the valves.
Joe & Joy + children
2018 Imagine 2800BH
2022 F250 Crew Cab 4x4 Tremor, 7.3L V8
Equal-i-zer 1,200/12,000 lb. hitch
-
07-19-2018, 07:19 PM #48
- Join Date
- Jul 2018
- Posts
- 276
- Mentioned
- 5 Post(s)
- Tagged
- 0 Thread(s)
Purely anecdotal, but for what it's worth:
The first gen did have some issues, I currently have 70,000 on my 13 and have had zero problems aside from a thermostat that died early and was replaced under warranty. My wife's 14 explorer sport has one as well, with about 40,000 on the odometer. The timing chain was replaced due to an issue with one of the pulleys that was part of a recall, other than that, zero problems. I change my oil twice a year at roughly 5,000 mile intervals. I use valvoline synthetic, and a wix filter. I might switch it to max life soon for the additional additives because I think it's a big reason I got nearly 300,000 miles on my jeep cherokee's 4 banger.
Carbon build up is a problem that effects all direct injection motors. I've been in the habit of getting on the gas as I get on the interstate a couple times a week, and will probably change my spark plugs within the next month or so because I'm starting to see a slight drop in MPG. New plugs with proper gap have been said to help, and the stock motorcraft plugs are cheap. I've seen none of the oil dilution issues that some have had either. I don't see a ton of carbon build up on the exhaust pipe of the 150, but I do on my wife's car and I suspect it's because she has a short drive to work and does about 75% of her driving on city streets.
The specs on the eco compared to the 5.0 coyote are pretty close until you look at the fine print. The torque band on the 3.5 maxes out around 1500rpm, and stays there. The coyote is screaming at around 4500rpm to make as much torque. If you're into V8 drone, that's cool. Been there, done that, will listen to it again some day in a camaro or a mustang. For now, I'm very happy with my ecos. If Ford were to put one in a 250, I'd have to think long and hard about it vs a diesel, but in that application I don't think it would do well. They get very thirsty when those little centrifugal turbines spool up and squeeze more air into the throttle body. I doubt I'd see anywhere near the 18mpg I'm seeing out of my current truck.
-
07-19-2018, 07:42 PM #49
- Join Date
- Jan 2015
- Location
- Bend, OR and Palm Springs, CA
- Posts
- 3,043
- Mentioned
- 27 Post(s)
- Tagged
- 0 Thread(s)
Brian & Kellie
2020 Solitude 310GK-R, FBP, 1,460w solar, 540ah BBGC3, MORryde IS w/disc brakes
2020 F-350 Platinum SRW Powerstroke Tremor, 60g TF fuel tank, Hensley BD3-F air bag hitch
Previous setups:
2019 Solitude 373FB-R, 2019 F-350 Platinum DRW Powerstroke, Hensley BD5 air bag hitch
2016 Reflection 318RST, 2016 GMC 3500 Denali SRW Duramax, Hensley BD3 air bag hitch
-
07-20-2018, 07:58 AM #50
- Join Date
- Aug 2016
- Location
- Michigan
- Posts
- 1,099
- Mentioned
- 8 Post(s)
- Tagged
- 0 Thread(s)
The 3.5 L EB is a fine engine and with DI and PFI fueling, Ford can handle a couple issues well. One, PFI is better for cold start particulate emissions and keeping valves clean while DI offers additional low end torque, even on naturally aspirated engines. But the real question is one you hit on. Why is the 3.5 EB not offered in the F250?
MidwestCamper
Jim & Dawn
Near Milford, Michigan
2017 Imagine 2600RB
2015 GMC Sierra 1500 Double Cab 4x4
Similar Threads
-
Who’s towing a 2950RL w/F150
By rtraviator in forum New To RV'ing, Purchase Questions & General ConcernsReplies: 3Last Post: 07-24-2017, 05:14 PM -
Towing an Imagine 2150RB with a Ford F150
By derous in forum General DiscussionReplies: 7Last Post: 02-19-2017, 12:02 AM -
F150 Towing
By steve k in forum Tow VehiclesReplies: 21Last Post: 04-21-2015, 11:00 AM -
Towing with F150 Please Help
By rsantini in forum Tow VehiclesReplies: 7Last Post: 03-13-2014, 07:31 PM
frame flex problems
Today, 01:45 PM in General Discussion