f150

Ford rates them at 7,600-8,300 lbs towing. I'd keep it under 5,000 lbs with 3.31 or 3.55 gears. Under 5,750 lbs with the 3.73's. Think 25-27' lightweight with 1 slide.

Lower profile, less height. Keep width 96" or preferably less. Frontal area will be a limiting factor depending on towing/cooling options, you'll be limited to 55-60 sq ft.

Will it pull a trailer? Yes.

A big trailer? No.

It would pull a 4500 lb 24' trailer fine. Anything more, after a couple hours, you'll be wishing you had the V8 or the 3.5 EB.

The 3.5 E-boost is 365 hp, the 2.7 E-boost is said to be 325 hp.

My 3.5 E-boost does a nice job with my 25 ft. 6000 lb. TT.

It would be difficult to say how much difference the 40 hp would make.

I suspect the smaller engine is the wave of the future to meet the CAFE mileage standards.

Yep...sure can...

It will handle up to its rated capacity...why would it not?

TFL had a 2.7 ECO pull the Ike gauntlet at one of their fastest times ever with about 7,000 lbs.

I suspect that this little Eco will be one great towing motor.

I would not be afraid to pull the 2.7 right up to its GCVWR...I am close with my van when loaded for camping...my little N/A 3.6 pulls and handles like a champ.

I don't understand this aversion to approach GCVWR...it's really okay

Thanks!

Jeremiah

I think the towing capacity is purposefully lowered to try and get more people to buy the 3.5, the 2.7 puts out nearly as much power as the 5.3 V8 in the Chevy/GMC trucks which are rated for 10k+

It's not about peak output. What's it's horsepower at 2200 RPM? That's the measure of how much air it can displace at speed.

I don't like approaching GCWR for a number of reasons. First, you're pushing a fairly expensive truck to its max. That'll get expensive quickly. Breakdowns will ruin a vacation in a hurry. Having that little extra power is nice when merging into traffic. It's easier to drive and less stressful. Increased safety and control when needed.

I wouldn't think twice about making a 100-mile trip on mostly flat road at or even 10% over GCWR. Repeated 400-mile trips on steep grades with a little occasional rain, nope.

If you're going to buy a truck for a specific repeated use, leave some headroom. You know you'll always end up with a few hundred pounds of junk onboard. What if the next camper you really want is 1000 lbs heavier? Now you're looking at shelling out for a new truck too.

Note in Ford's towing guides they always say trailer weight with zero payload in truck and only a 150lb driver.

Speedogomer wrote:
I think the towing capacity is purposefully lowered to try and get more people to buy the 3.5, the 2.7 puts out nearly as much power as the 5.3 V8 in the Chevy/GMC trucks which are rated for 10k+

Nearly, huh? I'd rather tow with the 2.7l.




http://www.fordf150blog.com/2-7-liter-ecoboost-vs-chevy-5-3-v8/

jerem0621 wrote:

I don't understand this aversion to approach GCVWR...it's really okay

I don't either. Everyone assumes the manufacturers build 0 tolerance into their ratings. But they do build some tolerance into them. After all they are the ones with their butt on the line for those ratings. If you tow at their stated max and something goes wrong you can point to them and say "it's all on you".

Now being at them or over them all the time may lead to additional wear vs staying under them but that's true for every combination nearing GVWR/GCWR. Get to the max and wear will increase. All part of the price of admission.

That being said, I have no doubts the 2.7 is capable. The Fast Lane Truck tested it up the Ike Gauntlet and it was a screamer.

No reason to fear a V6 - the Ecoboosts are built very well. The 2.7 is built with a lot of the same technologies as the 6.7 Powerstroke so it should be up to the task. The "it's a V6" people need to get over it as all the semi's you see on the road are "only a 6" too....

Keith099 wrote:

If you're going to buy a truck for a specific repeated use, leave some headroom. You know you'll always end up with a few hundred pounds of junk onboard. What if the next camper you really want is 1000 lbs heavier? Now you're looking at shelling out for a new truck too.

Every time I read a comment like that, I just laugh. If that were the case, everyone should start out with no less than a 450 truck. "what if", "just in case", etc.

3oaks wrote:

Keith099 wrote:

If you're going to buy a truck for a specific repeated use, leave some headroom. You know you'll always end up with a few hundred pounds of junk onboard. What if the next camper you really want is 1000 lbs heavier? Now you're looking at shelling out for a new truck too.

Every time I read a comment like that, I just laugh. If that were the case, everyone should start out with no less than a 450 truck. "what if", "just in case", etc.

Hyperbole much? I said 1,000lbs not 10,000 lbs.

It's about having payload to spare, and a little room for or unexpected developments. If you prefer to end up riding with 6" of squat turning 4,000 RPM once the wife and kids load all their 'necessities,' go for it. Planning to run maxed out from the start is a bad idea. Trailers don't get lighter after you buy them.

Danford,

It is fine to review the engine specs and have understanding of the engine performance. The low end torque figures are one of the shining features of the E-boost, however most often it is the real world figure that bites us.

In most cases the TV exceeds it max cargo spec or axle loading before it exceeds its towing capacity. You might say it can pull more than it can haul.

Here is the rig and the CAT scale information from my recent trip to the Ozarks so you can judge the suitability of a 2.7 E-Boost engine. I was loaded heavy for this trip.
My rig is
Tow Vehicle.
• 2011 F-150, 3.5 E-Boost, 4x4.
• GCWR 15,400 lb.
• Max TT weight 9800 lbs.
• Max cargo 1411 lbs. – factory spec.
• Max rear axle weight 3850. – factory spec.
Trailer
• 2010, 25 foot Dutchmen Lite
• 5000 lbs. dry – factory spec.
• Tongue weight dry 460 lbs. – factory spec.

This sound like a typical TV and TT combination and has pulled very well from Florida to the Rockies.

However a trip to the CAT scales shows some interesting details.
• The GCWR is 13,160 lbs. this is within the 3.5 E-boost limit.
• Loaded TT is about 6300 lbs.
• The rear axle weight was 3960 lbs, about 110 lbs. over the recommended limit.
• I calculated my max cargo at about 250 lbs. over the recommended limit.

So in my particular case I am already at or a bit over the TV weight capacity with satifactory performance, so I do not think I would opt for a smaller engine.

I believe the size of the TT you wish to buy will decide the suitability of the engine.

I hope this helps.