2016 F-150 payload question

[CaptnJohn]

Originally Posted by Velosprout

Wrong...check the Ford Specs. For 2016 the 6.2 Gas V-8 has 385 HP an 405 pounds of torque. For 2016 the 3.5 EcoBoost has 365 HP and 405 pounds of torque. A loaded-up King Ranch F250 will likely have lower payload than an Heavy Duty Payload F150.

A special reason? Yes. If you drive 25,000 miles per year and 3,000 of those are towing, the F150 will get about 18 mpg as a daily driver. The F250 gas will get about 13 mpg. Let's assume that the truck is bought new and kept until 250,000 miles on the truck. While towing, the mileage will be about the same between the two trucks. But, as a daily driver, the F150 will use during the lifetime of the truck (220,000/18) 12,222 gallons of non-towing use gasoline. The F250 will use (220,000/13) 16,923 gallons of non-towing gas. At $2.50 per gallon, that is a fuel savings of $11,752! And, if gas goes back up to $4.00/gallon, that is a fuel savings of $18,804.00! That is more than special reason enough for me!

We have an F250 with 20k miles on the 6.7. Mostly suburban driving daily getting 17.7 to 18.5. It gets 11.8 towing 10,500#. My daily driver F350 gets 17 - 18.2. Unless an old truck your numbers are off. If you tow 30000 annually gas milage sux. We tow 6900# with a F150 eb that gets 9.3 on flat roads along the coast. Yes, it costs a little more but so much easier to drive towing heavy duty diesel.I'm not planning on ever buying another 1/2 ton or gasser. Everyone buys what they feel meets their needs and fits their wallet.

[RollingDownTheHighway]

The payload is based on the truck itself with options that truck has. Example: GMC has my truck with a #2600 of payload by the sticker on my actual truck has it at #2400. Payloads will vary.

[Velosprout]

Originally Posted by CaptnJohn

We have an F250 with 20k miles on the 6.7. Mostly suburban driving daily getting 17.7 to 18.5. It gets 11.8 towing 10,500#. My daily driver F350 gets 17 - 18.2. Unless an old truck your numbers are off. If you tow 30000 annually gas milage sux. We tow 6900# with a F150 eb that gets 9.3 on flat roads along the coast. Yes, it costs a little more but so much easier to drive towing heavy duty diesel.I'm not planning on ever buying another 1/2 ton or gasser. Everyone buys what they feel meets their needs and fits their wallet.

I use fuelly.com to get my mileage figures, which are actual owner experiences for gasoline-powered trucks. For the F250, the average mpg is 12.8 mpg for 2016 trucks, 13.6 for 2015 trucks, 14.4 for 2014 trucks, 14.1 for 2013 trucks. The results are similar for 2012-1999 trucks.

At my local gas station, diesel is 29 cents higher per gallon. A diesel doesn't make sense for me, using the truck as a daily driver in a sales profession.

The higher fuel costs (in Illinois and Indiana), higher oil change costs, DEF fluid, cold-weather concerns, higher purchase price, and the inability to fit a F250 or F350 crew-cab in my garage are all concerns. (The F250 Super Crew is about 6.5 inches longer than an F150 Super Crew with the 6 1/2 foot bed).

Ford F-250 Super Duty Mileage | Fuelly

[davel1971]

Originally Posted by Velosprout

I use fuelly.com to get my mileage figures, which are actual owner experiences for gasoline-powered trucks. For the F250, the average mpg is 12.8 mpg for 2016 trucks, 13.6 for 2015 trucks, 14.4 for 2014 trucks, 14.1 for 2013 trucks. The results are similar for 2012-1999 trucks.

At my local gas station, diesel is 29 cents higher per gallon. A diesel doesn't make sense for me, using the truck as a daily driver in a sales profession.

The higher fuel costs (in Illinois and Indiana), higher oil change costs, DEF fluid, cold-weather concerns, higher purchase price, and the inability to fit a F250 or F350 crew-cab in my garage are all concerns. (The F250 Super Crew is about 6.5 inches longer than an F150 Super Crew with the 6 1/2 foot bed).

Ford F-250 Super Duty Mileage | Fuelly

since your all about numbers, you should do the math on what it costs per mile to drive. Diesel will always be cheaper. 29 cents more per gallon to get 1/3 better fuel economy makes good sense to me. Since your a salesman, you would use that stance yourself if you were selling trucks.

[Velosprout]

Originally Posted by davel1971

since your all about numbers, you should do the math on what it costs per mile to drive. Diesel will always be cheaper. 29 cents more per gallon to get 1/3 better fuel economy makes good sense to me. Since your a salesman, you would use that stance yourself if you were selling trucks.

Your premise is correct if comparing a 6.2 gas F250 with a diesel F250.

But, when I get 18.5 mpg with a F150 Heavy Duty Payload Package truck and pay $2.30 for gas, it makes no savings at all to drive a diesel F250 and get 18 mpg with $2.60 diesel. Especially since my F150 HDPP truck may well have higher payload than an F250 diesel truck (depending on trim level and options).

[Kenny kustom]

Originally Posted by Velosprout

Your premise is correct if comparing a 6.2 gas F250 with a diesel F250.

But, when I get 18.5 mpg with a F150 Heavy Duty Payload Package truck and pay $2.30 for gas, it makes no savings at all to drive a diesel F250 and get 18 mpg with $2.60 diesel. Especially since my F150 HDPP truck may well have higher payload than an F250 diesel truck (depending on trim level and options).

Ok..
Then skip the 250, and go to the 350.


2016 Sabre 36QBOK
2015 Ram 3500 CUMMINS

[acadianbob]

Originally Posted by Velosprout

For 2016 the 6.2 Gas V-8 has 385 HP an 405 pounds of torque. For 2016 the 3.5 EcoBoost has 365 HP and 405 pounds of torque.

I think you meant that the 3.5 EcoBoost has 420 lbs of torque? And that's at 2,500 RPM. And for 2017, the 3.5 Ecoboost will be 450 lbs of torque.

The EcoBoost will also produce its torque at a lower RPM than the 6.2. 90% of maximum torque is available at 1,800 RPM. The 6.2 doesn't reach maximum torque until 4,500 RPM. To me, it's not only the maximum torque but the shape of the torque curve. Forced induction engines will almost always win that contest.

[325BH]

I see people still don't get the difference between an F150 and a Super Duty.

Even a max tow/heavy duty payload F150 is still a semi floater axle truck, with smaller stuff than a Super Duty.

An F150 is at its limits with these numbers and weights. A Super Duty is tougher than its doors stickers show. The door stickers on an F150 are very generous. The door stickers on a Super Duty are a handicap.

Hitch up a 12,000 lb trailer to an F150 and another identical 12,000 lb trailer to a Super Duty (F250 to be fair) and take then for a drive. If you can't tell the difference you aren't paying attention.


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[WFD]

Originally Posted by 325BH

I see people still don't get the difference between an F150 and a Super Duty.


Hitch up a 12,000 lb trailer to an F150 and another identical 12,000 lb trailer to a Super Duty (F250 to be fair) and take then for a drive. If you can't tell the difference you aren't paying attention.


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This sums it up best!!! Been there, done that! I now drive a 2500 series.

[The_Rhino]

Originally Posted by 325BH

The door stickers on an F150 are very generous. The door stickers on a Super Duty are a handicap.

Hitch up a 12,000 lb trailer to an F150 and another identical 12,000 lb trailer to a Super Duty (F250 to be fair) and take then for a drive. If you can't tell the difference you aren't paying attention.

My 2011 Ram 2500 CC has a payload of 3,000 but a tow rating of only 9,100 & GCVW of only 15,000. The very next year they upped the tow rating to 11,100 & GCVW to 17,000 with minimal changes to design... IMO they wrote the specs conservative as to not take-away sales from their more pricey diesel upgrades... So, as it stands, I actually have a lower tow rating & GCVW than some 1/2 tons...

However, IMO I can operate very near GCVW without feeling I am pushing my truck. Recently I had to make an emergency stop behind a state highway patrol car that came to a complete stop on the interstate - when he noticed a gate blocked his turn-around spot... Nearly hit him with 7.5 tons but the 2500 kept everything under control for a super-fast emergency stop from 65 mph on an interstate...

I used to tow construction gear with various 1/2, 3/4 & 1 ton trucks & we could routinely push the 3/4 & 1 ton trucks to their limits daily & they drove & held-up great. When we pushed the 1/2 tons to their limits we had safety & mechanical issues. Most notably heavier trailers push the lighter 1/2 tons around during emergency stopping. You can't always predict how the TT brakes will handle in wet road conditions, etc. & sometimes you get more trailer pushing against you than you expect...

[D. J. Schuler]

I.Q., 2011 F150 HT/HP has axles for 2393 (#8200 package) frame looks like a lightweight F250, HP package. Yup, you can tow more with the standard diesel F250 but don't overload the hitch. It appears Ford and other manufactures engineering departments since they don't know what their vehicles are doing in real life should add more columns to their spec sheet to include air bags/helper springs to gain payload and of coarse add tire ratings. My last post, too many external engineers who know so much more than the manufactures.

[BandJCarm]

These arguments are much like my preacher says folks have the tendency to do.......they want to argue about how can they do the absolute least possible and still get to Heaven........

LOL

[325BH]

Originally Posted by The_Rhino

My 2011 Ram 2500 CC has a payload of 3,000 but a tow rating of only 9,100 & GCVW of only 15,000. The very next year they upped the tow rating to 11,100 & GCVW to 17,000 with minimal changes to design... IMO they wrote the specs conservative as to not take-away sales from their more pricey diesel upgrades... So, as it stands, I actually have a lower tow rating & GCVW than some 1/2 tons...

However, IMO I can operate very near GCVW without feeling I am pushing my truck. Recently I had to make an emergency stop behind a state highway patrol car that came to a complete stop on the interstate - when he noticed a gate blocked his turn-around spot... Nearly hit him with 7.5 tons but the 2500 kept everything under control for a super-fast emergency stop from 65 mph on an interstate...

I used to tow construction gear with various 1/2, 3/4 & 1 ton trucks & we could routinely push the 3/4 & 1 ton trucks to their limits daily & they drove & held-up great. When we pushed the 1/2 tons to their limits we had safety & mechanical issues. Most notably heavier trailers push the lighter 1/2 tons around during emergency stopping. You can't always predict how the TT brakes will handle in wet road conditions, etc. & sometimes you get more trailer pushing against you than you expect...

Yup. The 3/4 and 1-ton ratings are way under their capabilities, however the 1/2 ton specs are beyond their safe abilities IMO.


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[AMG]

Originally Posted by B and B

Max Tow should give you more but a lot depends on Trim level. For example a King Ranch can eat 200 lbs of CCC easy

Max Tow does not increase payload.
Max Payload does.
Two diff options.


As a former owner of a 2015 3.5L 6.5' 4x4 with MaxTow I recommend just going diesel 250 or 350.

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[CaptnJohn]

Originally Posted by AMG

Max Tow does not increase payload.
Max Payload does.
Two diff options.


As a former owner of a 2015 3.5L 6.5' 4x4 with MaxTow I recommend just going diesel 250 or 350.

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Agree. When we had a 29' TT I bought a F150 max tow and max payload . Biggest mistake ever. The 350 diesel will do all I ever want. C

[Martsing]

I'm just going to buy Peterbilt Semi and call it a day. Sometimes I wonder why I ever bothered buying my F150 and sometimes I think it must be my imagination that it does just fine with my camper. I must be nuts.

Marty

[AMG]

I lost thousands on my 2015. I think about 8$k if you factor in my Feb-june payments. Didn't even get 4000 miles on it.

I never felt it lacked on power but I wasn't so sure I could stop my 35' trailer loaded coming down the Cajon Pass etc. Once I pulled the same trailer w the 6.7l diesel f250 I felt the difference first trip. It was really all about my family safety as I have 2 small kids n a wife. If I was solo, I'd prob have kept the f150 and for sure overloaded it in payload and used airbags etc.

[davel1971]

Originally Posted by Martsing

I'm just going to buy Peterbilt Semi and call it a day. Sometimes I wonder why I ever bothered buying my F150 and sometimes I think it must be my imagination that it does just fine with my camper. I must be nuts.

Marty

this is the response every 1/2 ton owner ends a discussion with, as they know they have nothing else to go with

[CaptnJohn]

Originally Posted by davel1971

this is the response every 1/2 ton owner ends a discussion with, as they know they have nothing else to go with

I thought max payload and tow with the EB was going to work great. It worked, barely. Special order took weeks. Lost $$ on the trade as few care about those things.
That was mistake 1 AND 2 as buying the bigger truck meant we could get the camper we really wanted. So now a 2016 5er sits on a 2016 F350. Doing it right the first time would have saved thousands.

[davel1971]

Originally Posted by CaptnJohn

I thought max payload and tow with the EB was going to work great. It worked, barely. Special order took weeks. Lost $$ on the trade as few care about those things.
That was mistake 1 AND 2 as buying the bigger truck meant we could get the camper we really wanted. So now a 2016 5er sits on a 2016 F350. Doing it right the first time would have saved thousands.

many of us have similar stories. 3 campers and 4 trucks over 5 years. Should have just started off with this truck and 5th wheel combo. Or maybe this truck and the next 5th wheel