Max Trailer Wt. Recommendations for F-150 5L or Eco/Boost

Mike Up wrote:

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I decided against the Ecoboost because of the on going intercooler condensation issue that still isn't resolved to this day, I didn't care for the turbo lag,
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I never have been a fan of turbo engines because of turbo lag, complexity, and poor reliability, but I was going to give this Ecoboost a try until I heard of all the overheating and intercooler issues it was having. They seemed to have fixed the overheating issues but the intercooler issues are even troubling the 2013s with complaints all over the f150 forums.
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Our 2005 VW Passat TDI definitely has turbo lag. Our F150 Ecoboost definitely does not, and you are the first person I've ever heard complain of it. Have you ever driven an Ecoboost or are you just extrapolating from older turboed engines? The Ecoboost uses a dual turbo or something like that to reduce lag, essentially eliminating it for me.

Turbo's are common in diesels and high performance gas engines. Like all components, some are more reliable than others. I have heard of no problems with the Ecoboost turbo, and the motor has been around for since the beginning of 2011.

The intercooler condensation issue apparently can occur after driving for a long-time in 100% humidity conditions and then stomping on the throttle. Built-up condensation in the intercooler is forced into the engine possibly causing it to stumble and stall. The vast majority of Ecoboost owners never experience it. I never have, perhaps because I rarely stomp on the throttle especially when it's wet.

An advantage of turboed over naturally aspirated engines is that they maintain their power at high elevations. Anybody who intends to tow in the Rockies will find this useful.

Is there a dually kit for the F-150 EB?

I own a Ford F 150 EB and I have towed a 30 foot 6100# trailer with no problems. While I understand you're asking about towing and all the posts have been about towing but also consider what you'll use the truck for when not towing. As stated in an earlier post, either engine will do you right when towing but give some consideration to when your not towing. The problem with all the posts are that everyone states what works for them and what they are partial to. Get what's right for you and your uses.

I have the 5.0L and it tows my trailer very effortlessly. I had a 2010 F150 with the 5.4L before I had this 2012 5.0L. Both trucks are configured the nearly the same and even the same color. The 5.0L has more low end torque and more high end torque. It tows much easier than the previous 5.4L despite Ford claiming that the 5.4L offered more low end torque from their flywheel dyno.

My trailer is roughly loaded at 6500 lbs. I have pulled quite a few times and never got less than 10.5 mpg and most times got 11.0 mpg in high winds, hills, and thunderstorms.

While the Ecoboost is said to get about 1 mpg better than the 5.0L in normal driving (most I talked to or seen their forum reports, are getting worse than the 5.0L with normal driving), the 5.0L betters the Ecoboost in fuel economy while towing. On the F150 forums, the better 5.0L mpgs while towing is not disputed. I'm getting about .5 to 1 mpg better than my previous 2010 F150 5.4L.

I decided against the Ecoboost because of the on going intercooler condensation issue that still isn't resolved to this day, I didn't care for the turbo lag, and didn't trust the long term reliability of the engine. If the 5.0L wasn't as strong as it is, I may had been in a Ram 2500 gasser (not a diesel fan). I really like the instant response of the 5.0L.

I never have been a fan of turbo engines because of turbo lag, complexity, and poor reliability, but I was going to give this Ecoboost a try until I heard of all the overheating and intercooler issues it was having. They seemed to have fixed the overheating issues but the intercooler issues are even troubling the 2013s with complaints all over the f150 forums.

While I don't trust the Ecoboost, the 5.0L has turned out to be a powerhouse and a great tow vehicle. Actually a much better tow vehicle than I expected. Here's a review that confirms what a great tow vehicle the 5.0L F150 is.

BTW, if you get an Ecoboost truck instead of a 5.0L, the Ecoboost crew 4WD short bed has 150 lbs LESS GVWR than the 5.0L. Don't ask me why, but it does. If you go to the Ecoboost and need to tow, you really should get the Max Tow package just to get enough payload.

I checked out pricing for a Max Tow Ecoboost truck with the 8200 lbs GVWR Heavy Duty payload package, and it was the same price as a similar optioned F250 with the 6.2L. I'd get the F250 and get a truck that is HD on everything, just not the rear suspension.

You can also get the HD package on the 5.0L even if you can't get the Max Tow package on the 5.0L.

Do not worry about the 80% rule. The truck is designed to handle what it is rated at. Stay within your rating and you will be fine. They make EB trucks with 2000# payload ratings. So just do your research and enjoy your RVing.

skipnchar wrote:
The so called 80% rule is complete nonsense. The truck is perfectly capable of towing 100% of its ACTUAL rating.

I don't agree, I believe you should stick to the 80% rule. It's not about if the truck has the power, it's about stressing the truck and damaging it.

The 80% rule takes into account the travel trailer attributes that affect towing. The larger than recommended Frontal Surface Area and heavier than normal tongue weights that go against the trucks payload.

My F150 manual states this:


Note: When taking into consideration trailer frontal area, ensure not to exceed:

• Base vehicle frontal area without the Trailer Tow Package or the
Heavy Payload Package.
• 60 ft2 (5.57 m2) with the Trailer Tow Package or the Heavy Payload
Package.


My frontal surface area without the air conditioner height included, is 77 sq ft. Well above the 60 sq ft that's associated with the GCWR. The tow rating is really only a number derived by a base truck. GCWR is really the truck spec that needs to be followed. So that 80% rule takes that into account as well. My truck has a 15,100 lbs GCWR. 15100 - my trucks weight of 5768 lbs - driver = 9090 lbs. 9090 lbs minus additional weight of family and gear (558 lbs) = 8532 lbs . So that's a 77 sq ft frontal surface area with a true tow rating of only 8532 lbs. 80% of Ford's 9300 lbs tow rating is 7440 lbs.

My payload is 1582 lbs without family, gear, bed accessories. After bed accessories, all of us and gear (800 lbs), we have 752 lbs of payload left for tongue weight. tongue weight is normally around 13% for a dual axle travel trailer and the distribution hitch usually distribute about 80% of the tongue weight (including the hitches own weight) to the trucks axles (payload).

So 752 lbs left. 752/.8 = 940 lbs hitch weight. 940/.13 = 7231 lbs loaded trailer.

So here's the deal. I have a true tow rating of 8532 lbs, then I have a larger frontal surface area, than the recommended surface area for that tow rating. So that obviously lowers the tow rating.

Now my payload limits my towing to 7231 lbs. 80% of 9300 lbs is 7440 lbs.

Seems that 80% rule is "RIGHT ON".

Of course ignore it and have possible transmission, differential, or axle damage, EVEN IF your engine is strong enough to pull it.

I own a 2011 F150 with the Ecoboost and tow a keystone 25RLS trailer (about 6300 empty and maxed at 7800). I have towed the trailer from SoCal to the Grand Canyon with no problems at all. Gas milage averaged on the way out about 10.5 MPG. On the Way back it was about 12. I never expected to get 15+ towing but this is my daily driver and averages about 19-20 on the freeways and about 15-16 in town so it is a trade off.

YankeeBP wrote:
I am new to RV-ing and would like some candid advice from some of you experienced RV-ers.

I am in the TV and TT research stage.

I plan to do some long distance towing. For example, Chattanooga, TN, to the Canadian Rockies and back (5000 plus miles). There will only be my wife and me, so we are thinking that we want a smaller ultralite TT (<= 24 feet).

I plan to tow with a Ford F-150 4x4 either with the 5.0L v8 or the v6 Eco/Boost. I am undecided at this point.

If I understand Ford's towing charts correctly, the F150 with the 5.0L V8 and a 3.55 rear-end has a maximum loaded trailer weight for towing of 7700 lbs. I have seen a recommendation that one not exceed 80% of that weight, which is 6160 lbs. I have not checked the same stats on the v6 eco/boost.

I would like to keep my TT as light as possible because I would rather be over-powered than under-powered. Consequently, I am focusing my attention on Ultralite TT's whose dry weight is in the range 3000 lbs to 4000 lbs. with a slide-out.

What experiences and advice can you give me?

I have a 2011 F150 with the 5.0L and I tow the trailer in my signature which ways approx. 6200 lbs. loaded up for camping. I've taken it on some long trips through some pretty hilly terrain and it does fine. I wouldn't go any bigger than that but anything less than that will be no problem.

The size of trailer you're looking for will be a cakewalk for the F150. Just ignore the people who think that you aren't a real RV'er unless you own a big and noisy diesel. I've learned to.

I had sticker shock when looking at new trucks. I'm retired so don't make the big bucks. I looked for used. I found a certified F-150 V8 2010, 6.5 bed, qd cab for $15,000. It gets about 12 pulling the trailer and just under 20 on flat freeway without the trailer. I bought a brand new Nomad 23 ft, 3600 lb. There is just the two of us. We love how nice the truck tows. We are taking trips longer now and each time we talk about going even further next time.

My son has been towing a fairly heavy long trailer for about two years with his EcoBoost Ford F150. He posted about his rig here.
Later on, he made a long, detailed post about it which may help you out a bit.
Barney