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Old 04-29-2017, 12:28 PM   #21
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I started another post on this topic forgetting that I this one going. I'm in the middle of trying to decide what to do and issue is same one many of you have mentioned. The pin weight for even a moderate/small current model 5th wheel pushes the max on the payload capacity of the F-250 diesel. The F-250 diesel is only 400lb higher than my current F-150 with max tow package. Crazy! I'm not going to take a bath on my F-150, upgrade to an F-250 only to find myself over capacity from the start. That said, no one seems to even sell the gas model of the F-250 and dealerships don't even want to offer it as an option. The gas model gives back a lot of payload capacity but is not the ideal engine for towing a TT. I really don't want to move to an F-350. That's much more truck than I need for daily driving and handling around town. It's a beast of a truck. Not sure what to do at this point. I'm puzzled that I see so many 3/4 trucks on the road hauling very large 5th wheel trailers. Are all those folks simply ignoring the load specs?
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Old 04-29-2017, 01:14 PM   #22
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F250 Towing

First trip with new TV, 2017 F 250 6.2 430 gears. Went for Fort Wayne to Pigeon Forge TN, Averaged 11mpg with the new transmission in tow haul mode it was a pleasure. Uphill maybe dropped a gear to 5th, down hill it automatically kept you at your programed speed. Payload on mine is 3640, Pulling the HT 28.5 RSTS
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Old 04-29-2017, 01:29 PM   #23
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Bite the bullet and buy a 3500. You are going to end up there anyway. We all do eventually.
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Old 04-29-2017, 02:07 PM   #24
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sobuck1 - I assume from you saying that you have the gas engine. Wow, didn't realize the difference in payload between the diesel and gas would be so high. Is yours a lariat model? The door sticker shows a max payload of 3640?
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Old 04-29-2017, 03:23 PM   #25
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that's what the door jam says I did get the 10000 GVWR package, and ive got a lot of extra payload
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Old 04-29-2017, 04:29 PM   #26
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Moving to the 6.2L gas F-250 put me over the line on load capacity. Difference between the diesel and gas is over 900lbs, plus a lot cheaper in price. Just can't bring myself to consider the F-350 as an every day driving vehicle for around town even though it would be a nicer TV on the long hauls. The 6.2L F-250 Platinum has a load capacity of 2,826. Less than yours but still enough.
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Old 04-29-2017, 04:47 PM   #27
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sobuck1 - I assume from you saying that you have the gas engine. Wow, didn't realize the difference in payload between the diesel and gas would be so high. Is yours a lariat model? The door sticker shows a max payload of 3640?
I have the 2017 F250 6.2 gasser Lariat. My payload is 3200lbs. I looked at the diesel version in the XLT and the payload was 2100 lbs.
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Old 04-29-2017, 06:17 PM   #28
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I just (Reluctantly) traded my 2016 F150 3.5 EcoBoost for a 2016 leftover F250 Gasser. My F150 pulled my camper without issue AND had a very generous 2003 payload but, with my tongue weight, family, firewood, gear etc, I was very often at or over my payload number not to mention my rear axle weights. I just towed my camper for the first time with the F250 (3680 payload) and couldn't believe the difference! I will not say I didn't know my trailer was behind me but I will say it felt much more stable on the road. I had a much better experience than with my F150.

I ended up not taking too bad a beating buying the leftover then if I would have gone with a 2017. I made a few sacrifices, and concessions but I believe in the long run it will be well worth it.
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Old 04-29-2017, 06:56 PM   #29
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I hear you. I really love my 2016 F-150 Platinum and the ecoboost engine never seemed even break a sweat pulling our TT. Payload on the platinum models is bit lower. Mine was only 1,515lbs. Plenty for our TT with a tongue weight of 800lbs but not near enough for a 5th wheel. The exact same 2017 model in an F-250 rides just like my current truck. The cab is the same, can't tell the difference once inside so should still be a good day to day truck plus the bed is about a bit longer. Hope my towing improvement is like yours, especially when moving to the 5th wheel.
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Old 05-01-2017, 11:41 AM   #30
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The thing about the Ecoboost engine that makes a *massive difference* in performance here at altitude are the 2 turbos in that motor.

You lose about 3% of your motors horsepower and torque for every 1000 ft in elevation you go up.

In a normally aspirated engine, I'm losing 18% of my motors capacity before I even leave the driveway. Over our mountain passes, my truck has lost over 30% of it's horsepower and torque. I put my 150 on the dyno here in Denver and I was pleasantly surprised that my HP and Torque were very close to what they were supposed to be. Explaining why my 150 can lay rubber in the mountains, the 250 gas cannot even though it's putting out over 400 HP (at sea level)

Adding a Turbo kit to my new truck is on the short list. I'm surprised Ford didn't have an eco boost as an option in the superdutys this year. I would have bought it.
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Old 05-01-2017, 12:05 PM   #31
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2017 F 250 XLT 6.2 Gaser with 430 gears

here's my door sticker 3620
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Old 05-01-2017, 12:35 PM   #32
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here's my door sticker 3620
That's pretty impressive for a 250. When mine comes in, I'll be happy with anything above 3K lbs. Ford's website is terrible in communicating actual payloads when you build the truck online. Absolute first thing I will check when mine comes in.

All they really say is you can get X amount of payload with a 'properly equipped' vehicle, but then when you build the truck they don't tell you what it is or how the different options and packages impact that number.
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Old 05-01-2017, 12:39 PM   #33
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Wow, that is an impressive payload number. Agree on the Ford website for trying to get at true or even close payload numbers. I've been all over their web site and truck spec sheets and it's very hard to get a real number vs an optimistic best case marketing number. Surprising how quickly options can stack up and cost you in terms of payload cap.
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Old 05-01-2017, 12:54 PM   #34
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Wow, that is an impressive payload number. Agree on the Ford website for trying to get at true or even close payload numbers. I've been all over their web site and truck spec sheets and it's very hard to get a real number vs an optimistic best case marketing number. Surprising how quickly options can stack up and cost you in terms of payload cap.
I'm going to guess it's a 2 wheel drive. I can't get close to that payload with the crew cab 4x4.
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Old 05-01-2017, 01:05 PM   #35
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snip....... I'm puzzled that I see so many 3/4 trucks on the road hauling very large 5th wheel trailers. Are all those folks simply ignoring the load specs?
A few years ago one of the national RV safety weighing service groups (A'Weigh We Go, RVSEF, etc.) released some statistics based on accumulated weight results taken at "weigh-in events" that took place at various nationally sponsored RV rallies.

The one statistic that stood out was the 3/4 ton TV group.., it had the most overweight incidents then other TV/RV group weighed. If my memory serves me correctly, over 40% of 3/4 ton TV's weighed were over one/or more specified weight limits.

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Old 05-01-2017, 06:27 PM   #36
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Not surprised. I suspect a fair number of folks realize that a 1/2T is not the right vehicle for their trailer. Maybe the hard way like I did. I think almost everyone assumes that a 3/4T will of course haul anything. Why not they would think. It's a darn big truck built to tow big trailers - right? I suspect more 3/4T drivers just assume all is OK and never really check while 1/2T drivers know there might be a problem and check.
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Old 05-01-2017, 08:16 PM   #37
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I'm surprised Ford didn't have an eco boost as an option in the superdutys this year. I would have bought it.
X2, I loved my Ecoboost and the power from the 2 turbos and was amazed it didn't get into the new model. If Ford had put that in the HD's, I would not be in a Ram right now probably (even though that would mean it wouldn't fit in my garage).

I honestly wonder if they are afraid it would eat into the Diesel sales too much or something.
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Old 05-03-2017, 03:33 PM   #38
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X2, I loved my Ecoboost and the power from the 2 turbos and was amazed it didn't get into the new model. If Ford had put that in the HD's, I would not be in a Ram right now probably (even though that would mean it wouldn't fit in my garage).

I honestly wonder if they are afraid it would eat into the Diesel sales too much or something.
I think you are correct. None of the big three want to eat into the diesel sales too much. I think the Ford 5.0L with a supercharger or turbo would be an amazing HD engine or even the 6.2 with a very mild supercharger.
Any of the gassers from the 6.0 Chevy, 6.4 Ram and the Ford would benefit greatly as long as the internals can handle the extra power. Certainly the transmissions could. Plus they are all EPA exempt aren't they? HD trucks don't count toward emissions targets I think.

Dreams.......

As far as the OP's topic an example I can use is that towing our current trailer with our old F150 in windy conditions was a two hand white knuckle affair. With the F250 and the same trailer I usually only have one hand on the wheel and am much more relaxed.
I always wondered while towing with the 1/2 ton if things feel on edge now what happens in an emergency situation? I feel much safer and better prepared for that scenario, should it ever happen, while driving a 3/4 ton.

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Old 05-03-2017, 04:10 PM   #39
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Direct injection, twin small diameter turbos, and aluminum blocks don't have the durability and reliability that the commercial market demands- hence why 3/4 ton and up tend to get diesel or good old fashioned iron block V-8's. Simple, cheap and reliable is the name of the game. The vast majority of three-quarter ton and up sales are commercial fleets. I know I for one have no interest in my guys having any more power than is necessary and I run a bunch of 3/4 ton and 1 ton gas engine pick ups. I love my 6.0 Chevys because they will run 300,000 miles for me with nothing more than air filters and maybe a set of plugs.


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Old 05-03-2017, 04:17 PM   #40
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sobuck1 - No issues with torque or HP pulling your trailer? I've settled on the gas 250 for now but am still going back and forth a bit. I started a thread on the 5th wheel forum earlier to get their two cents. Here is what I just posted there.

This is really difficult to pin down for a decision for me. I know I'm being a bit over analytical but - I test drove the 6.2L F250 gas version today. Drives fine but the difference in torque and HP between it and the diesel is noticeable. After talking to the Ford dealer and reading what some of you have posted here I do believe the 250 and 350 have the same structure underneath. An extra spring perhaps and dual tires of course. Do I ignore the door sticker on the 250 diesel and go over load cap by about 500lbs assuming the door sticker is under stated or do I get the gas model and be within specs on the door sticker and give up the torque and HP? That 10,000lb GVWR thing is very puzzling in terms of does it really limit the load cap or is it just a truck rating move by Ford. I don't know for sure. I'm not worried about a wreck and getting sued. That's such a low risk that I'm not factoring that into the decision. As I just told my wife - if the door sticker of the 250 diesel was right at max load for us I wouldn't hesitate. I just hate to start out with a truck that has a 1,900 load max with a trailer with a dry weight pin of 2,000lbs.
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