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Old 02-16-2013, 06:10 PM   #351
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Thumbs up The Most......

Quote:
Originally Posted by crisen View Post
By your numbers you have 1256 usefull load in the truck, subtract 730 tongue weight gives 526 lbs useful for the truck. Less if the tongue weight is more than stated by the book which most people find to be true. The from your 526 lbs subtract the weight of the hitch head which is probably not less than 50 lbs and could be much more. So you have somewhere around 475 lbs for people and gear and you haven't considered the rear axle rating yet to see if you are overloading it.

Power to pull it the trailer, sure in spades, load capacity?
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Only point I was trying to make is the ratio of tow vehicle weight relative to towed weight.
Al
......important sticker not paid enough attention too....



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Old 02-17-2013, 08:28 AM   #352
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Earthcreeper,

I have 2012 F 150 Ecoboost and tow 1996 28FT Classic. It tows just fine with plenty of power. I was able to order this truck exactly the way I wanted it and have the max tow and max payload package. My payload is just over 2K and well within the specs as we trave with 400-500 pounds of payload left after loading trailer and truck with our gear. Never went below 4TH gear in Eastern US mountains and towing 10-13MPG depending on grade. I would however have some concerns about payload capacity with the truck you are describing. The engine capacity would be fine but payload ? I would keep looking and get another Ecoboost properly set to the specs you will be towing.

Phil
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Old 02-17-2013, 08:30 AM   #353
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I intended to say my payload capacity is just over 2K, not that I am carrying 2K in this truck.
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Old 02-17-2013, 08:56 AM   #354
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Thanks guys for all the feedback, very helpful!
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Old 02-17-2013, 10:41 AM   #355
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I'm pretty sure Ford payload calc's are on top of an allowance of 150lbs driver weight and assumes a full tank of gas.
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Old 02-17-2013, 11:17 AM   #356
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Hi from AZ. . . let's see, what was this thread about ? Oh yea, F150 Ecoboost. I have an '11 Ecoboost FX4,real short bed crewcab with 23k on it. Max tow pkg, 3.73 rear.....It pulls my Safari 25 with out drama & gets 18/19 mpg w/o the trlr. the interior is huge,leather,& very comfortable. Only problem so far was a clunk from the driveline occasionally, which the dealer had a "kit" to fix. Seems fine now. I love the truck regards, Craig
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Old 02-17-2013, 12:27 PM   #357
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I recently purchased a new TV. First and foremost do your homework and do not rely on the salesperson. When I was shopping I found that many salespeople were poorly informed regarding a truck's ability when it comes to towing. especially concerning the various capacities.

This forum is a wealth of information as well as various truck forums whether they be ford, chevy or dodge.

I also found out at least in my area it was difficult to find a F150 eco booster with the right tow packet. So if I wanted one I would have had to special order it.

Gas milage is important but when I read the manual for the Eco booster it recommended premium which at that time was as expensive as diesel. It went down for awhile but now the price is right back up there.

Finally it being a relatively new engine I was not sure of the eco booster's longevity. Would it last well over a 100k. No one could give be a definitive answer.

No matter which one you decide to buy I am sure that like most of you will love it.
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Old 02-17-2013, 12:37 PM   #358
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Hi again from AZ. . . Forgot to mention, I use premium fuel when towing ( hey, it's a twin turbo ) & regular gas when not. That's an old hot rodders idea of things., regards, Craig
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Old 02-17-2013, 04:44 PM   #359
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Tlcbuilder hear again, yes it has been a while. When I started this thread I had a 2011 supercrew, 4x4 3.73 max tow, laredo pkg. Was pulling a 28' w/slide about 8500 pounds and 1000 tounge weight. After 20+ trips to Ford and a BBB claim regarding the shifting from 1st to 2nd shudder, Ford agreed to replace with a similiar 2012 SuperCab (single drive shaft) all 6.5' SC have a two piece drive shaft and that is where shudder problem occurs. Ford tried everything and couldn't get the pinon angle correct. Currently pulling a 2010 28' International about 7500, 800 tounge and the Ecoboost pulls without a problem. Getting about 11.5 mpg overall, most travel between 2000-9000 feet. I think on the flat which there isn't much of I get about 13.1 mpg, Without trailer about 18. I have about 11,000 miles pulling with the 2012 and no problems. Have noticed one issue at very low speed, high RPM 13-16% uphilll grade temp go up to just about the overheat line and then something kicks in and it cools back to normal range, this has happened twice. Once on I-70 heavy slow one lane traffic at Vail pass and once just before Brian Head Ski hill in July.
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Old 02-17-2013, 11:06 PM   #360
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Quote:
Originally Posted by Earthcreeper View Post
Is anyone out there driving an Ecoboost and pulling a Classic 28? I am looking at buying a used one and hesitant due to the weight, however, the EB is rated to handle it. My 2013 Ecoboost has a 3.55 electronic locking axle, 4x4 crew, 145" wheel base. The tow rating is 9600 pounds however the truck came with, as many do, passenger "P" rated tires which is sort of limiting as it relates to the payload. The truck is rated at 7200 GVRW but the tire sticker in the door jamb says do not exceed 1256 lbs which includes people, cargo and tongue weight. The AS Classic 28 empty weight is 6,785 with a GVRW of 8600; tongue weight is 730. My guess is the I would travel with a load of about 7,600 lbs plus tow vehicle. The F150 GCWR is 15,500. The F150 weighs approximately 5900 filled with fuel, no cargo or passengers.

Bottom line, is anyone out there pulling a heavier load such as this with an Ecoboost and how is it going?
Earthcreeper

Payload numbers are way too confusing. Does it include fuel? Does it include a 150 lb driver? Better to look at the TV GVWR and the RAWR (rear axle weight rating). Start by weighing your TV at a truck scale after you have it all loaded and fueled up, then you can deal with the tongue weight. Remember that the WD hitch will transfer some of the tongue weight on the rear axle to the TV front axle and some to the the trailer axles.

I suspect you will be able to tow the trailer fine, but you probably will be over loaded. The only way to find out how much is to load up the TV and the trailer and hit the scales.

Good luck, Dan
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Old 02-18-2013, 08:43 AM   #361
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After review my stats it became clear that I can tow much more than I can load into my truck. So I guess the bikes, camping gear, coolers with ice, tools all go in the camper.
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Old 02-18-2013, 08:54 AM   #362
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After review my stats it became clear that I can tow much more than I can load into my truck. So I guess the bikes, camping gear, coolers with ice, tools all go in the camper.
That is usually the case with 1/2 tons. Just take the time to get some actual tongue and AS axle weights down at the scale when you get loaded up and adjust your load accordingly.
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Old 02-18-2013, 09:23 AM   #363
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The factory (regardless of brand) published payload in their sales materials do not reflect the factory installed accessories when the truck was built.

When I took delivery of my new TV, the first stop was at a truck stop to fill the tank and cross the scales. I now had the real numbers for my TV. As each modification has been done to the vehicle, I make another pass across the scales with a full fuel tank tracking whether the new item impacted the front or rear suspension the most.

One thing of interest I have noticed is that the factory GVW number is less than the sum of the max load axle ratings, sometimes by a considerable amount. I would suggest that one never exceeds the axle ratings but might fudge just a little on GVW. DOT check points seem to be most interested in the axle loadings.

On my TV, the tires have considerably more capacity than the axle itself, which implies that the weakest link in the chain could be bearings, the axle casting itself or the springs. I am uninterested in crowding the maximum axle ratings to discover the actual failure point.

YMMV
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Old 02-18-2013, 09:30 AM   #364
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swits is right, however, it has been my experience with pickups, due to the placement of the axles in relation to the bed, that you would be hard pressed to load both axles near their limit and be over GVW. You'll typically overload the rear before you get to GVW....unless something odd is installed, like a large snow plow. Or you are loading VERY HEAVY objects in the passenger compartment.
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