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Old 07-18-2013, 06:43 PM   #15
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I find the engine braking in towhaul mode quite impressive for such a small engine. Obviously a large diesel engine will do better.
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Old 07-19-2013, 01:37 PM   #16
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The really major difference in engine braking between gasoline and diesel power plants is the 10 to 1 compression on gasoline versus the 22 to 1 compression on diesel.
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Old 07-19-2013, 02:07 PM   #17
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The really major difference in engine braking between gasoline and diesel power plants is the 10 to 1 compression on gasoline versus the 22 to 1 compression on diesel.
Or around 17:1, which is about what American pickup diesel engines run. Most of them are nearly 2x the displacement of an Ecoboost as well, so between pumping more air and compressing it harder, you'll get more drag from a diesel with the fuel turned back to idle. Most of those diesels are in trucks weighing 1500+ lb more than an F150 also, though, so you waste some of that engine braking just slowing the bigger truck.
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Old 07-19-2013, 02:18 PM   #18
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Hello All

Based on my experience owning large diesels in Class A pushers I am pretty sure that diesels in and of themselves provide absolutely no compression braking as they are simply large air pumps. In order to achieve engine braking in the Class A's the unit must be equipped with either an exhaust brake or a "Jacobs" brake that acts on the valve train. Both units artificially create braking forces by either inducing exhaust back pressure (exhaust brake) or actual compression braking (Jake brake) coupled with automatic transmission downshifting. I am not sure why a pickup diesel would act differently. Certainly, many pickup diesels are equipped with exhaust brake units of some kind and these can be very effective.

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Old 07-19-2013, 02:21 PM   #19
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Hello All

Based on my experience owning large diesels in Class A pushers I am pretty sure that diesels in and of themselves provide absolutely no compression braking as they are simply large air pumps. In order to achieve engine braking in the Class A's the unit must be equipped with either an exhaust brake or a "Jacobs" brake that acts on the valve train. Both units artificially create braking forces by either inducing exhaust back pressure (exhaust brake) or actual compression braking (Jake brake) coupled with automatic transmission downshifting. I am not sure why a pickup diesel would act differently. Certainly, many pickup diesels are equipped with exhaust brake units of some kind and these can be very effective.

Brad Burgess
The "air pump" you're describing provides a degree of compression braking, because you are in fact compressing the air (assuming the fuel is shut off or the delivery rate is down around the low-idle setting.) The 2 systems you describe will significantly increase the amount of braking the engine can produce, but some is there even without the optional exhaust brakes.
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Old 07-19-2013, 02:33 PM   #20
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a crew cab f-150 either ecoboost or the V8 will be more than adequate. You don't need to get the longbed either to get the HD tow package.

the ecoboost is desirable because of the torque curve. The power is down low in the rpm range where you want it and is fairly linear from there - like a diesel.

don't expect great mileage though, as when you are towing you will be under boost most of the time in hilly country. but unloaded, you can expect in the low to mid twenties.
Hi from AZ. . . I have an '11 F150 EcoBoost with about 30k on it and I have NEVER seen 'low to mid twenties' Towing my AS 25' I get 11 ,maybe, and sans trailer 16.5 to 18.4 is normal. Love the truck, just sayin. . . Regards, Craig
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Old 07-19-2013, 03:05 PM   #21
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11 EcoBoost here also, and the only way that I can see 20 mpg is to really feather the throttle, no cruise control and stay around 55 mph. Normal driving on highway with cruise is 17-18 mpg, FX4 screw 3.73. Also, the braking in the tow/haul mode is accomplished by the transmission. Great truck, we averaged 12.4 mpg on our current trip of 500 miles, mostly 60-65 mph with cruise, with little to no wind.
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Old 07-19-2013, 03:07 PM   #22
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I'm pretty sure most of the Ecoboost drivers doing a lot of 20+mpg on the highway (and keeping up with the traffic) are running the 3.31 diff with 2wd... TANSTAAFL after all.
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Old 07-19-2013, 04:01 PM   #23
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2012 Eco Boost

Don't know about all the technical stuff. But, we pulled a Safari all over with a 2012 F150 Eco Boost cab1/2 and got around 17 mpg. We also pulled our 30' Sovereign and got around 14 mpg. with plenty of power. So much better then our 250.
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Old 07-19-2013, 04:21 PM   #24
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A little unclear as to why tongue weight subtracts from the payload?
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Old 07-19-2013, 05:00 PM   #25
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A little unclear as to why tongue weight subtracts from the payload?
Because the tongue weight is being carried by the truck in essentially the same way as if you put a weight equal to the tongue weight in the cargo bed.

Now, when you're using weight distribution, which axle is carrying how much weight varies based on the tension of the weight distribution equipment, but you are always going to be adding to the weight the truck's axles are carrying when you put a properly-set-up trailer on the ball.
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Old 07-19-2013, 08:59 PM   #26
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Did some more homework and your post above makes sense. Now I get it. I don't think it is a major issue at this point but adding the weight to the TV does limit the payload. A little concerned about that. It does not appear that I have a lot of room to spare. Love the truck (2013 Echo Boost) but should have done a little more investigation about the payload factor.
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Old 07-23-2013, 01:18 PM   #27
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Love the truck (2013 Echo Boost) but should have done a little more investigation about the payload factor.
Yea, I hear ya...
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Old 07-24-2013, 07:15 AM   #28
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Thanks to all. I bought the Eco Boost.
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