F350- 4x4- 6.7L Diesel- Short Bed- Snug Top- 25' International

[xrvr]

Originally Posted by crispyboy

Avionstream,
You really need to purchase and install a Pacbrake for your 2006 truck. These are supposed to be even more aggressive than the factory integrated exhaust brakes.

http://pacbrake.com/

My truck has the factory integrated exhaust brake. As soon as I let off the accelerator the exhaust brake will start to engage no matter if the ground is level or on a hill. It is really confidence inspiring when the truck can control the load.

Was told once it was not available for an 06, I will double check, thanks for the reminder.

[xrvr]

Originally Posted by crispyboy

Avionstream,
You really need to purchase and install a Pacbrake for your 2006 truck. These are supposed to be even more aggressive than the factory integrated exhaust brakes.

http://pacbrake.com/

My truck has the factory integrated exhaust brake. As soon as I let off the accelerator the exhaust brake will start to engage no matter if the ground is level or on a hill. It is really confidence inspiring when the truck can control the load.

Thanks again. Don't know why I thought one wasn't available. Just checked the website and will look into one when we get back to Florida.good camping.

[Ray Eklund]

I saw the 2017 Ford Lariat photos and you almost regret having to use it. I have to assume it is a F150.

GVWR: 10,000#
Cargo Load Capacity: 2180#

I had to look at my door sticker again to get some numbers. Maybe I did not post them earlier for a F350 Diesel.

GVWR: 11,500#
Cargo Load Capacity: 3456#

The aluminum tailgate on the 2017's probably would reduce the GVWR by more than one passenger. If you are not careful on the 2016's... you could hurt yourself when the tailgate needs to be opened or closed.

There is also a pullout set of steps and a handrail that can be rotated up to hang onto it.

[SCOTTinNJ]

Originally Posted by Ray Eklund

I saw the 2017 Ford Lariat photos and you almost regret having to use it. I have to assume it is a F150.

GVWR: 10,000#
Cargo Load Capacity: 2180#

I had to look at my door sticker again to get some numbers. Maybe I did not post them earlier for a F350 Diesel.

GVWR: 11,500#
Cargo Load Capacity: 3456#

The aluminum tailgate on the 2017's probably would reduce the GVWR by more than one passenger. If you are not careful on the 2016's... you could hurt yourself when the tailgate needs to be opened or closed.

There is also a pullout set of steps and a handrail that can be rotated up to hang onto it.

Those 2017 numbers are for the 250. Yours is a 350.

[Ray Eklund]

Thanks Scott.

For the list price extra of $400 for the extra leaf spring on each side... and the GVWR difference... that must be the Diesel engine weight added into the F350.

[slowmover]

Originally Posted by avionstream

Was told once it was not available for an 06, I will double check, thanks for the reminder.

Ck over on TDR. That group is sharp. Mounting locations and potential upgrades. Plus pitfalls to avoid.

[NWRVR]

Ray Eklund
"There is also a pullout set of steps and a handrail that can be rotated up to hang onto it."


Commonly known as the "stripper pole".....

[Ray Eklund]

I have put 2420 miles on the 'Beast'. Getting trailer and F-350 ready to pull towards Las Vegas, Nevada for sunshine and... well, more sunshine this Winter.

The 2012 Tundra 5.7L gasser takes a different fuel peddle pressure to get rolling and get up to highway speed. There is no hesitation from a stop and proceeds to gain speed. This delivered 14 to 16mpg in city traffic.

The F350 has to get some momentum before accelerating. It is almost like you are pulling a trailer with the Tundra... at first. Once moving... hold on. The diesel turbo(s) kick in and your fuel gauge mpg drops by the tenth of a mile per gallon in no time.

After figuring out that the perception of 65 in the F350 is not the same with the Tundra. You think you are going much slower, until you look at the odometer in the Ford.

I am now managing 14mpg to 17mpg, with a high of 18.4mpg. After a short trip into town, 17.4mpg on this tank as the current average. Keeping the rpm below 1500rpm and at 55 to 65 mph gets me into the 16 to 18 mpg easily, now. Step into 70 to 80 mph, kiss those averages goodbye.

Colorado's I-25 speed limit is 75mph. Add 10mph to keep up with all of the passing traffic... but once at 65mph it takes little to accelerate to 75 and watching the rpm at 1500 to 1700rpm to maintain some decent miles per gallon.

This truck is almost as long as our previous 23 foot Safari! The Tundra seemed easier to park... on the distant ends of a parking lot.

DEF... added just a bit over 2 gallons.

After some research on a Google Search on 2015-2016 F-250/F-350's. I either own the biggest POS made or the most wonderful heavy duty truck built... This makes our issues with our Airstreams seem like complaining the trailer had water spots after raining.

Right now I have six pairs of skis, two pair of snowshoes, two pair of ski boots in the back of the truck. Cannot drop them off at the used 'winter sports season' shop until October 1st for resale.

We need to maintain our knees to climb into the Ford Truck and Airstream.

Biggest complaint. I have a Snug Top over the bed. The gaps in the tail gate suck in lots of dust when in Wyoming this August. Somehow I will need to get some foam strips to seal these serious gaps. The Tundra was easy to seal up. These gaps in fit are way more. Might have to experiment with sealing off the tail gate from the interior of the bed and topper with canvas stretched along the interior of the tailgate and bed to seal out the dust... any suggestions?

[m.hony]

They make tailgate gasket kits.


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[malinois38]

Try Cabela's tailgate seal. It used to be $20 with the Cabela's name, but I see it is now Truxedo name brand and now $25. Still sold at Cabela's.
I had good results with this on my Tundra tailgate/ARE Cap tailgate issues. And for $25 its worth a try.

[dbj216]

Gee Mr. H. Bean, your Super Duty driving experiences are very similar to mine. The diesels don't have the throttle response of a gas engine, but when the turbo builds boost, away we go. Your fuel usage is also very similar to mine.

I do use my Super Duty as a daily driver in the winter. It is a big, lumbering truck. Like you, I must watch my speed as I often find myself going faster than my senses think we are. It is difficult to maneuver in tight parking spaces. I need a place where other cars don't care to park, like a mile from the store entrance. But I don't mind.

And like you, I find my fuel usage varies dependent on conditions. I have observed:

Zero miles per gallon at idle. Many diesel owners like to idle their engines before leaving in the morning, or while running a short errand in the store.

5 mpg towing up a 7% grade at 50 mph. I never seem to gain all this back on the downhill side.

Headwinds cut my fuel usage by 10 to 15 percent. If I drive east I have a headwind, if I drive south I have a headwind. I seem to buck a headwind no matter which way I'm going.

I get much better mileage going downhill.

Winter blend fuel cuts my mileage about 5%. Cleaning the particulate exhaust filter cuts my mileage about 15% for the 20 minutes it happens.

Overall, I average 13 plus or minus 1 when towing. My gas V-10 got 10 +/- 1 while towing.

The advantages of the diesel pickup outweigh the disadvantages using the truck as a daily driver in my view.

David

[sheriff1]

Ford programmed the takeoff power to be light as they were having transmission failures (a few years back)


2015 F350 CC 4X4 6.7 Diesel
2010 27FB Silver Cloud "The Silver Spoon"

[slowmover]

Winter blend fuel doesn't cut fuel mileage. It's energetic content is 4% less than regular. The problem is in coolant temps: failure to use block heater and/or winter cover.

A factory spec heat exchanger cover (winter front) is used when temps are 40F or lower. Never higher. Adjustable flaps means one can tailor the amount of air passing thru according to load.

Engine block heater use brings coolant temp up substantially. Means oil also starts to warm faster. Diesels won't warm up from cold when idled. Not without external help. Best to put it in gear immediately and ease down the road at a lower than normal speed.

Even in summer under a heavy load it will take more than 45-minutes at highway speed to bring transmission, engine and axle oils to op temp. Winter just that much worse. This is in Class 8, not just in these little boy toys.

Diesel engine cooling systems are oversized. No Airstream is going to tax one. Cylinder pressure is such that, otherwise, heat spikes must be contained. Too much fluid and heat exchanger surface.

Re-gens mean the engine isn't being worked. Short trips and light loads. Extended idling. Wrong engine spec for the job, in other words.

The "advantage" of diesel isn't in a one ton truck when it comes to pulling one of these travel trailers. A closer spec 20-years ago. Gasoline motor one tons and computer controlled multi speed automatics are a closer spec.

[2012FB]

Winter blend has always cut my mileage especially when towing.



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[slowmover]

Originally Posted by 2012FB

Winter blend has always cut my mileage especially when towing.



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It's coolant temp loss. Not fuel.

[pappy19]

Your mileage will increase when the engine gets broken in, which is between 15 and 24,000 miles. Towing in the mountains decreases the number of miles until break-in.

[Moflash]

Originally Posted by pappy19

Your mileage will increase when the engine gets broken in, which is between 15 and 24,000 miles. Towing in the mountains decreases the number of miles until break-in.

I have had 2 new 6.7 TD's and the mileage does not change from new after 39,000 which is when I trade.


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