F-150 HDPP towing 37 ft TT ** 1,300 miles later**

[Maury82]

2018 F150 3.5 EB, 4x4,XLT, S.Crew, 6.5ft bed, HDPP.

Payload: 2,470lbs, 1,320lbs hitch ratings.
Towing ratings:11,500lbs.

Trailer: 37ft, 8,400lbs dry/9,900lbs max, 1075lbs tongue.

The trailer had a half full freshwater tank and most of the items that I plan to leave in it permanently. The heaviest single item I might add to the truck is a girlfriend, and she is pretty fit. I would anticipate an extra 500lbs added pounds to both truck and trailer max.


I got the B.O. hitch setup, with the truck squatting 2" in the rear and raised 1/2" higher up front, so the truck actually sits level hooked up.

The weather conditions were dry with a 10-15 mph breeze.

Got up on I-70 eastbound and merged without effort, and before I knew it, I was flowing with traffic at 70 mph (Goodyear Endurance trailer tires). The trailer did not get pushed out or sucked in by passing cars or big rigs, not even when a tandem truck came barreling past me.

I prefer to drive 65 mph, because when I drove 70 mph, big rigs seemed hesitant to pass, but passed more often at 65 mph.

As the trucks passed, I was bracing for that pull/push that so many keep proclaiming I will suffer.

I did feel the trailer back there, but it was just more bouncing when hitting the overpass joints versus when not towing, and the rear wasn't as stiff-legged, and had more up and down movement versus when empty. I hear that Bilstein improve both town and non towing ride...next year project.

The steering wheel felt a bit lighter than not towing, but it was still accurate and didn't need anymore corrections than not towing.

I drove 75 mph just to see how the trailer would respond, and I did feel more movement back there, but never anything that made me feel swaying was occurring, and probably just me not used to how the trailer feels while towing.

I drove for several hours on both I-75 and I-70, with some time spent in the middle lane so I can feel traffic on both sides, and everything felt stable without any wandering from side to side.

When traffic suddenly slowed, the setup slowed pretty well, and I didn't feel pushed, but that the trailer was holding up its end regarding to braking, and I tested that quite a few more times.

After a while,the nervous anticipation of being passed by big rigs faded away, and I came away feeling pretty confident. I even forgot it was breezy out...lol.

[Groover]

"I don’t believe anyone who “can’t feel the trailer back there” if you can’t feel it then there is a huge problem. Towing a trailer should be comfortable but you should still know that you are towing.
Thanks!
Jeremiah "

In most cases it is an exaggeration but when I tow something behind my motorhome on a Freightliner chassis the only time that I feel it is on acceleration and can't see it in the mirrors except on turns. And yes, it can be dangerous. I recently blew a tire and didn't know it until I stopped to rest and got out. Fortunately it was on a lightly loaded trailer with torsion axles (not daisy chained) and the remaining tire was able to handle all of the weight. I have heard of a lot worse experiences than mine but my favorite was a guy that simple forgot to hook up his trailer at home, drove 8 hours to an event then had to turn around and go back home to get his stuff. At least his stuff was all safe.

[Huntindog]

Two words. Low expectations..
Some people just don’t expect much and are pleased when their expectations are exceeded
I started with a half ton and now am on my second 1 ton dually.
Yes today’s half tons have better ratings than the older ones ...The same is true for the duallys. I have very high expectations for my TVs.
So that means a 1 ton dually for me.

[Maury82]

jerem0621 wrote:

Maury82 wrote:

parker.rowe wrote:

Maury82 wrote:

That push isn't the trailer wobbling, but the truck feeling pushed a bit, but placing a bit of resistance against the pressure is all that is needed. Passing pickups, cars, box trucks and most regular big rigs can hardly be felt.

Good update and post in general. It's nice to see peoples real world stories on these trucks.

Interestingly, I've talked to my brother in law who tows with a 7.3 CC 4WD F250. So a pretty heavy truck.

When I mentioned the same push I get when passed, he said he gets it too even with his bigger heavier truck.

For me, the bigger the speed difference between me and the guy passing me, the more noticable the push. I assume it's just part of towing a camper, but I have no experience with these new huge superdiesels to say for sure.

Yep, I figured the speed difference thing out quick.

I think other big rigs feel that push also, because I noticed that when being passed, their trailer will sway a bit, and at times it seem they pull each into each other.

If I can feel some buffering from big rigs while in my car, I expected it while towing...it wasn't nerve wrecking, just noticeable.

I had a 32 ft TT and initially towed it with a 97 F150. I set the hitch up perfect and on the interstate felt some push and pull from passing vehicles. When I towed the trailer with my F350 LB CC Dually I still felt the push pull.

I don’t believe anyone who “can’t feel the trailer back there” if you can’t feel it then there is a huge problem. Towing a trailer should be comfortable but you should still know that you are towing.

Thanks!

Jeremiah

I definitely know that trailer is back there, and even that delivery driver from the dealer who was driving a huge F450/550 type delivery tow vehicle said he could feelet it, but he just had it on the ball without WD hitch.

This truck definitely doesn't manhandle my trailer, but I can feel that WD hitch working to keep the trailer from wobbling and bullying my truck around, and I think those stiff GY Endurance are playing a huge role in my truck controlling the trailer.

I'm getting use to how much lane a truck and trailer take up versus a car, and there were a few times I was crowding another lane or had to make a steering correction, and when I corrected a bit abruptly, the trailer would swing the opposite direction a bit, but fall back in line without disturbing the truck too much. I think that was that WD hitch and those GY Endurance working with the truck to prevent that swaying from happening.

To be honest, I don't have the experience or the nerves to deal with a constantly swaying trailer or handling problem with my setup.

[Maury82]

Dave5143 wrote:
You mentioned in an earlier post that your Blue Ox hitch shows 3 full links below the brackets. How many free links do you count above the brackets? Just curious. I usually have 8 free links on my setup with the F250. And yes I also do feel it when a truck passes me but for some reason the ones with the big slab-sided trailers don't seem to push as much as those pesky car carrier trailers. Beats me why.

I did three links the first time I set my hitch, but I didn't like lifting my truck that high and the effort it took to latch it up, so I have four full links showing.

I put some electrical tape around I think is the 7th or 8th link from the top. I forgot the count since I just look at the tape to put in the latch saddle.

The forth link showing provide a nice bow on the arms, but are not such a strain to hook up, or as scary unhooking.

To keep from having to raise my truck up too high with the jack, I screwed a shorter 12 in long 2x10 on top of a longer 18 in long 2x10, and back my truck up on that to give my truck more height. I still have to raise it with the jack, but not nearly as much.

With such a light truck, I wanted to restore as much weight back to the front axle as possible, and level the truck out.

The front loses 285lbs when hooked up, and sit 1/2 inch higher.

The rear squats 2 1/4 inches, but sits level with the front.

[Dave5143]

You mentioned in an earlier post that your Blue Ox hitch shows 3 full links below the brackets. How many free links do you count above the brackets? Just curious. I usually have 8 free links on my setup with the F250. And yes I also do feel it when a truck passes me but for some reason the ones with the big slab-sided trailers don't seem to push as much as those pesky car carrier trailers. Beats me why.

[jerem0621]

Maury82 wrote:

parker.rowe wrote:

Maury82 wrote:

That push isn't the trailer wobbling, but the truck feeling pushed a bit, but placing a bit of resistance against the pressure is all that is needed. Passing pickups, cars, box trucks and most regular big rigs can hardly be felt.

Good update and post in general. It's nice to see peoples real world stories on these trucks.

Interestingly, I've talked to my brother in law who tows with a 7.3 CC 4WD F250. So a pretty heavy truck.

When I mentioned the same push I get when passed, he said he gets it too even with his bigger heavier truck.

For me, the bigger the speed difference between me and the guy passing me, the more noticable the push. I assume it's just part of towing a camper, but I have no experience with these new huge superdiesels to say for sure.

Yep, I figured the speed difference thing out quick.

I think other big rigs feel that push also, because I noticed that when being passed, their trailer will sway a bit, and at times it seem they pull each into each other.

If I can feel some buffering from big rigs while in my car, I expected it while towing...it wasn't nerve wrecking, just noticeable.

I had a 32 ft TT and initially towed it with a 97 F150. I set the hitch up perfect and on the interstate felt some push and pull from passing vehicles. When I towed the trailer with my F350 LB CC Dually I still felt the push pull.

I don’t believe anyone who “can’t feel the trailer back there” if you can’t feel it then there is a huge problem. Towing a trailer should be comfortable but you should still know that you are towing.

Thanks!

Jeremiah

[Maury82]

parker.rowe wrote:

Maury82 wrote:

That push isn't the trailer wobbling, but the truck feeling pushed a bit, but placing a bit of resistance against the pressure is all that is needed. Passing pickups, cars, box trucks and most regular big rigs can hardly be felt.

Good update and post in general. It's nice to see peoples real world stories on these trucks.

Interestingly, I've talked to my brother in law who tows with a 7.3 CC 4WD F250. So a pretty heavy truck.

When I mentioned the same push I get when passed, he said he gets it too even with his bigger heavier truck.

For me, the bigger the speed difference between me and the guy passing me, the more noticable the push. I assume it's just part of towing a camper, but I have no experience with these new huge superdiesels to say for sure.

Yep, I figured the speed difference thing out quick.

I think other big rigs feel that push also, because I noticed that when being passed, their trailer will sway a bit, and at times it seem they pull each into each other.

If I can feel some buffering from big rigs while in my car, I expected it while towing...it wasn't nerve wrecking, just noticeable.

[troubledwaters]

goducks10 wrote:

troubledwaters wrote:

mike102 wrote:
May be i missed it but what is the GCWR of the 2018 1/2 ton HDPP

17,000 lbs

Interesting that my 2010 F150 5.4, 3.73, 145"WB Max Tow (Not HDPP) was 17,100

Pretty simple, 3.5L with Max Tow pkg 17" tires 17,000 lbs.; 18" tires 17,100 lbs.
GCWR is the same for both, only difference is HDPP has higher payload rating (GVWR) (HDPP includes Max Tow pkg).
That is the specs for 2018, there may be some differences from 2010 model year, also the 5.0L has slightly different specs.

[parker_rowe]

Maury82 wrote:

That push isn't the trailer wobbling, but the truck feeling pushed a bit, but placing a bit of resistance against the pressure is all that is needed. Passing pickups, cars, box trucks and most regular big rigs can hardly be felt.

Good update and post in general. It's nice to see peoples real world stories on these trucks.

Interestingly, I've talked to my brother in law who tows with a 7.3 CC 4WD F250. So a pretty heavy truck.

When I mentioned the same push I get when passed, he said he gets it too even with his bigger heavier truck.

For me, the bigger the speed difference between me and the guy passing me, the more noticable the push. I assume it's just part of towing a camper, but I have no experience with these new huge superdiesels to say for sure.

[goducks10]

troubledwaters wrote:

mike102 wrote:
May be i missed it but what is the GCWR of the 2018 1/2 ton HDPP

17,000 lbs

Interesting that my 2010 F150 5.4, 3.73, 145"WB Max Tow (Not HDPP) was 17,100

[Maury82]

First major trip of 1,300 miles under my belt, and I was pleased, and really impressed by how this lightweight handled itself.

I decided to tow with a full freshwater tank of 43 gallons even though the tank is behind the axles, because I wanted to know what this truck can do. I boondocked the entire trip in a vacant parking lot near a mall, because I didn't want to drive to and from the beach every day.

One of my biggest test was driving eastbound State Route 35 on a one lane road with big rig coming the opposite direction, but that proved to be a none issue.

As for stability, I could feel the rig back there and I could feel some buffering going on, but the rig wasn't bouncin me all over the lane or road. I just kept both hands on the wheel, but I wasn't fighting with the trailer.

As for pulling the grades in the mountains of WV, the EB just downshift's and keeps pulling. Going down the 7% grades were none issues, because the engine/transmission does help help out by revving up to 4,000 rpm, and very little braking is needed. The big rigs seem to have braking issue with smoking brakes, but not me.

I used up all my water, so on the return trip, I carried all that water half my trip in the gray and black tanks that are located forward of the axles.

I could feel the water in the tank, because after I dumped my tanks at a gas station, a sensation from the trailer disappeared, along with some extra bounce on concrete bridge joints, and the setup actually felt better.

The lightweight of the truck does show up when some tandem big rigs come zooming by, and I can feel a slight pushing sensation as the cab come up along side the truck, but there is no pull as it passes.
That push isn't the trailer wobbling, but the truck feeling pushed a bit, but placing a bit of resistance against the pressure is all that is needed. Passing pickups, cars, box trucks and most regular big rigs can hardly be felt.

From following other trailers, I can see what others were saying about sway and trailers tracking all over the lanes, because I observed trailers half the size of mines struggling.

My only surprise was how long driving 65mph took for the same trip, versus my car at higher speeds, and it took the same time when the speeds were 55mph...11 hours for a 9 hours trip. Sloooow going.

The next time, I'm limiting my driving time to approximately 8 hours.

I'm pleased with this truck (not gassing up though...lol), and I'm definitely looking forward to the next trip.

My towing fuel mpg was 8.8 mpg.

[Groover]

parker.rowe wrote:

demiles wrote:
This point you brought up is actually proof of what I’ve been saying in regard to the HDPP trucks. If the HDPP trucks could achieve sway damping and understeer gradient limits at a higher trailer weight the numbers would be higher, but they’re not. This is the reason why when the GVWR increases GCWR decreases. There’s nothing about the HDPP trucks that will substantially increase TWR over Max GCWR/MT only trucks and Ford’s own towing guide proves it.

I still would want the HDPP if I was buying a F150 mostly for towing though...if only for the 3.73's and the bigger 9.75 rear.

I tend to believe that the people that design the trucks and have access to all of the data are in a better position to know which axle is more suitable but I would like to see one that can handle both the weight and the towing.
FYI, there is only a 5% difference between the 3.73 gears and the 3.55. The 10 speed transmission dropped first gear and gives you a 7% lower ratio with the 3.55 gears than the 6 speed had with the 3.55 plus it can keep you in better gear ratios at all speeds. Ford did not drop first gear more because they just don't need to without more traction.

Some interesting gear charts here: https://www.google.com/search?q=f150+gear+ratio+chart&tbm=isch&source=iu&ictx=1&fir=LLLJMGYvbUjv5M%253A%252Cn0fI3gHUnZvK1M%252C_&usg=AFrqEzfZ_SDne0Ypud3SYaNuWTYW3-bf7A&sa=X&ved=2ahUKEwjTrO-CmI3dAhUFnKwKHVx1A10Q9QEwBHoECAUQDA#imgrc=LLLJMGYvbUjv5M:

[troubledwaters]

demiles wrote:
... This is the reason why when the GVWR increases GCWR decreases...

Totally false.
There are only two GCWR (17,000 and 17,100) in the 3.5L HDPP and two GVWR 7850 and 7600). The lower numbers are for 17" wheels the higher numbers for 18" wheels. Similar results for 5.0L.

[demiles]

parker.rowe wrote:

demiles wrote:
This point you brought up is actually proof of what I’ve been saying in regard to the HDPP trucks. If the HDPP trucks could achieve sway damping and understeer gradient limits at a higher trailer weight the numbers would be higher, but they’re not. This is the reason why when the GVWR increases GCWR decreases. There’s nothing about the HDPP trucks that will substantially increase TWR over Max GCWR/MT only trucks and Ford’s own towing guide proves it.

I still would want the HDPP if I was buying a F150 mostly for towing though...if only for the 3.73's and the bigger 9.75 rear.

I agree.

[spud1957]

demiles wrote:
This point you brought up is actually proof of what I’ve been saying in regard to the HDPP trucks. If the HDPP trucks could achieve sway damping and understeer gradient limits at a higher trailer weight the numbers would be higher, but they’re not. This is the reason why when the GVWR increases GCWR decreases. There’s nothing about the HDPP trucks that will substantially increase TWR over Max GCWR/MT only trucks and Ford’s own towing guide proves it.

:Z