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Old 11-21-2015, 12:05 PM   #11
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5.0l ti-vct v8

We just downsized from 15000Lb 5th wheel with a F350. We pick up our 2014 8528RKWS from dealer in spring.
Looking for F150 with 5.0L TI-VCT V8 with trailer package instead of 3.5L Ecoboost V6. Only a couple of mpg difference. Any advice would be appreciated
Thanks
Wayne




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Old 11-21-2015, 12:19 PM   #12
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I would suggest you getting the ecoboost. Better torque curve and I think more power.
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Old 11-21-2015, 12:21 PM   #13
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Quote:
Originally Posted by wfwilson View Post
We just downsized from 15000Lb 5th wheel with a F350. We pick up our 2014 8528RKWS from dealer in spring.
Looking for F150 with 5.0L TI-VCT V8 with trailer package instead of 3.5L Ecoboost V6. Only a couple of mpg difference. Any advice would be appreciated
Thanks
Wayne




You will want get the "max tow" not just the trailer tow pkg.
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Old 11-21-2015, 12:25 PM   #14
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You will want get the "max tow" not just the trailer tow pkg.
I keep think of other advice after I post. Be sure and get the towing mirrors. Some of the higher opton pkg's have power fold and extend. I wish mine were power.
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Old 11-21-2015, 03:24 PM   #15
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Quote:
Originally Posted by wfwilson View Post
We just downsized from 15000Lb 5th wheel with a F350. We pick up our 2014 8528RKWS from dealer in spring.
Looking for F150 with 5.0L TI-VCT V8 with trailer package instead of 3.5L Ecoboost V6. Only a couple of mpg difference. Any advice would be appreciated
Thanks
Wayne




No way would I use the 5.0, over the Ecoboost, to tow a 5th wheel.

And you have to get the HD Payload package, along with the Max Tow package.
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Old 11-22-2015, 06:57 AM   #16
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1/2 ton trucks

I just started towing the sister Rockwood 8289 with a 2015 F150 with the 3.5 ecoboost.

The first drive was no problem. It pulls the trailer easily. Very little squatting which surprised me. Stopping with brake controller was flawless. Very happy with decision to go Ecoboost.

Max payload wasn't available on 2015 for 6' bed. From what people on F150 boards are saying, I don't believe any max payload models were actually produced last year. Maybe 2016 will have availability.

Agree with suggestion on power retract towing mirrors. Mine are manual, do great for visibility but don't allow me to park in garage without getting out to fold. Then not comfortable backing out on curving driveway. Thus I park outside. For my needs the regular mirrors would have been best with some clip on mirrors for when towing.
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Old 11-22-2015, 07:40 AM   #17
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Whatever floats your boat I guess but my question always is why would you want to? Even with max whatever its still a 1/2 ton truck. I can understand the daily driver scenario and I understand you can't always afford a new truck or a dedicated TV. All anyone ever mentions is tow rating and payload and "I'm under my specs or ratings"....so what?. 9K + GVWR trailers with 1K+ pin weights? Forget pulling it, how about stopping it on a long 8% grade? Forget about safety and the weight police, don't even want to go there. How about the maintenance police? I hate doing brakes and turning or replacing rotors, changing axle and wheel bearings etc. I'd rather be drinking cheap beer.

Put the 1/2 ton up on a rack beside a 3/4 ton and compare everything underneath.

There is something to be said for heavier frames, larger and heavier brakes, heavier drive line components such as drive shafts, bearings, u joints etc, full floating rear ends. The heavier components are not under there to be a testosterone booster.
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Old 11-22-2015, 10:44 AM   #18
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I agree on the heavier parts, but braking should never be an issue with a trailer that has brakes. The brakes of the trailer should be fitted and set to stop the trailer. As long as the truck is able to stop itself and contents, the combination should stop just as well. If not, something isn't set right. Too much truck brake is not necessarily a good thing.


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Old 11-22-2015, 10:45 AM   #19
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If you're considering the F150, go to YouTube and view the Ecoboost torture test video that's 19 minutes long. Ford puts it up against their own V8s and Dodge and Chevy. It should dispel all the "gotta be a V8 to tow" beliefs that are out there. When they tear the engine down after +150k miles, it still meets the new engine specs.

There's not a V8 currently available in the 1/2 ton trucks that I would pick over it. You can see in my signature what I'm running now.

Also, there are lots of topics out there in the forum on the exact same subject if you just need to read yourself into oblivion. You won't find an agreement by any measure, but generally they're informative and PASSIONATE!


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Old 11-22-2015, 01:05 PM   #20
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Quote:
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I agree on the heavier parts, but braking should never be an issue with a trailer that has brakes. The brakes of the trailer should be fitted and set to stop the trailer. As long as the truck is able to stop itself and contents, the combination should stop just as well. If not, something isn't set right. Too much truck brake is not necessarily a good thing.
Agreed, except no brake controller is accurate enough to operate trailer brakes exactly equal in force to the tv brakes if the trailer brakes were even capable of doing that. Even if it was, no person could adjust to that fine a line so the trailer brakes are exactly equal in braking force to the tow vehicle. Hitch weight alone causes your TV brakes to work harder. Your tow vehicles hydraulic brakes will lock a wheel every time (hence antilock systems) simply because they are hydraulic which is a much more powerful arrangement than electric brakes. If your adjusted correctly the tow vehicle will always provide more of the stopping power. Flat roads are one thing, mountainous or hilly terrain is another. I'll take the larger pad surface, larger calipers, and larger sized rotors with more mass every time over the 1/2 ton pieces when towing. Its all about heat dissipation and surface area. Replacing or turning rotors sucks.
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