Ford F250 6.2L V8

[Headed_West]

I recently purchased a new F250 with the 6.2L gas motor to pull our Keystone 2920BH. The truck doesn't even know it there. I am thinking about 5th wheels now. I am looking at the Forest River Rockwood signature's that have a dry weight of around 8,500 LBS give or take. My question is does anyone pull a fiver this heavy with a gas motor and how does it do? I know mileage wont be as good as a diesel but can I comfortably pull 9,500 to 10,000 lbs. My cargo capacity is 2,290lbs. We like to take long trips. Just got back from Maine and Disney is planned in the fall.

[taken]

Wrong. California does check RV's for weight. They run portable scales in a few very well documented areas like outside Glamis.

[olddesertrider]

Some erroneous info here. California DOES NOT check private RV towing weights. You do not go thru scales in CA. They are for commercial trucks only checking big rigs for Fed DOT legal weights.

Have been towing all manner of trailers and trucks for over 40 years. Have been stopped for other reasons but NEVER checked for weight.
That said, towing laws state if towing rig appears unsafe it can be removed from highway usage at the discretion of the LEO (CHP).

olddesertrider


Note; You will find at the few offroading areas in CA (especially the Glamis dunes) numerous rigs that are borderline overloaded with a few very overloaded and they are never checked by the LEOs. And there are very few accidents with these rigs and when they do happen it usually involves alcohol.

[ib516]

I pulled a 12k 37' 5er with a 6.4L Hemi with 4.10 gears. It did a great job, even in the mountains.

[thomas201]

Some other reasons for the F250 in the Northeast after you drop the trailer, left lane on interstates, some parkways, ezpass, all need 10k or less. Some roads are 10k or less and the list goes on. You are just a fish swimming in the sea, learn the rules and play by them. Mine is a diesel, the weights are all within book with my 5er.

[coolbreeze01]

I've towed trailers with 3-axle tractors as well as pickups. I could always tell I had a trailer behind me. I don't know if the trucks knew it or not :B

[Grit_dog]

Mike Up wrote:

goducks10 wrote:
Might be fine in Indiana, but if you're out in mtn country I don't think that 6.2 would be any fun. Big difference between the west and the Midwest.

Depending where in Indiana, our winds here put as much strain or more so, than hills and mountains I've driven in.

Driving through 40 mph winds really puts some stress in towing.

Pretty sure "Indiana" was figurative for anywhere flat land low altitude. Btw , there's wind in every state it's not mutually exclusive to indiana. Lol
And you haven't driven in too many mountains of you can work the truck just as hard as your mountains, in the Midwest.
Go rip one off at 8-10kft, 6-7% uphill grade for miles with a head wind and get back to us......

[nohurry]

Mike Up wrote:

Mr Biggles wrote:

Headed West wrote:
Correction cargo capacity is 2920lbs.

Is that from your door sticker ? I didn't realize the F-250 had such a high payload.
I'm hoping to upsize our TT soon. I thought I would need an F-350, but an F-250 would do nicely.

The F250 XLT Screw 4WD 6.2L w/3.73 locker truck I looked at had 2866 lbs of payload. It was only $48,200 MSRP at the time and was cheaper than a new 2016 F150 configured exactly the same with HD Payload package and mirrors.

I almost bought it until I came to my sense I started talking other owners and found a 12 mpg mixed and 15-16 mpg city ACTUAL fuel economy. I commute a good distance, and needed slightly better fuel economy than that. So I have my truck in the signature which has all the tow and payload capacity I'll need for my next RV upgrade.

Really loved that F250 and that 6.2L in that truck really didn't feel as weak as thought it would. It felt to have the around the same power as my previous 2010 XLT F150 Screw 4WD 5.4L 3V w/3.55 LS. Not a powerhouse like the F150s w/5.0L but plenty to get the job done.

Exactly right Mike, I had a 2013 6.2 XLT F250 (payload was 2976), and it was awesome for our current TT. The mileage was as stated above, about 16 on the hwy empty. 12 around town, and 7-10 towing. It wasn't my daily driver, so didn't care. The reason I traded for the diesel is we have a fifth wheel in our sights for retirement in just few more years.

[Mike_Up]

Mr Biggles wrote:

Headed West wrote:
Correction cargo capacity is 2920lbs.

Is that from your door sticker ? I didn't realize the F-250 had such a high payload.
I'm hoping to upsize our TT soon. I thought I would need an F-350, but an F-250 would do nicely.

The F250 XLT Screw 4WD 6.2L w/3.73 locker truck I looked at had 2866 lbs of payload. It was only $48,200 MSRP at the time and was cheaper than a new 2016 F150 configured exactly the same with HD Payload package and mirrors.

I almost bought it until I came to my sense I started talking other owners and found a 12 mpg mixed and 15-16 mpg city ACTUAL fuel economy. I commute a good distance, and needed slightly better fuel economy than that. So I have my truck in the signature which has all the tow and payload capacity I'll need for my next RV upgrade.

Really loved that F250 and that 6.2L in that truck really didn't feel as weak as thought it would. It felt to have the around the same power as my previous 2010 XLT F150 Screw 4WD 5.4L 3V w/3.55 LS. Not a powerhouse like the F150s w/5.0L but plenty to get the job done.

[Mike_Up]

goducks10 wrote:
Might be fine in Indiana, but if you're out in mtn country I don't think that 6.2 would be any fun. Big difference between the west and the Midwest.

Depending where in Indiana, our winds here put as much strain or more so, than hills and mountains I've driven in.

Driving through 40 mph winds really puts some stress in towing.

[transamz9]

Here in Ky they don't really regulate the tags on a personal vehicle. Two of my trucks have the same tags on them as my wife's car. The amount you pay is calculated by what the vehicle books for. Now if you are running commercial then you buy tags that are large enough to cover the weight of the truck and the trailer that you would possible tow. So in other words if your truck weighs 10,000# solo and you pull a trailer that has the capacity to weigh 20,000# and you plan to load it to that then you will need tags on your truck that will cover that 30,000# which in turn puts you in CDL licence territory. My person F350 service truck that I drive for the company has 26,000# tags on it.

[taken]

Can't post more than one sentence to this thread for some reason.

[1jeep]

Taken...Switching to a dually in ma seemed like an endless money trail. Commercial plates, led to commercial truck insurance, the yearly inspection is more also yet they did less. Then there was the ezpass for tolls which they forced me to open a commercial account.

From what I have found out they created this mess because many business's were registering them as regular vehicles.

How long before we have to start getting our trucks/trailers inspected for insurance endorsements? How long before we need to get a license endorsement for a certain size rv? I just didn't want to get caught with my pants down so I went all in and bought the dually.

[taken]

1jeep wrote:
I have found all states are different, in Ma it didn't matter as long as it didn't have dual wheels you could have a regular car plate on the vehicle. once it has 5 tires or more they call it commercial and then goes by the gvwr.

For years I would agree with everyone about the 250/350 difference but the way things are going I like having my door tag show I am within my limits.

A valid point there. Times, they are a changin' and it would stink to buy a new truck and have more states suddenly start checking private rigs like CA does.

On the DRW thing, I've been in contact with a few congressmen in our state to try and fix the commercial tag requirement for DRW's. There are two bills addressing this currently before ways and means. I'm guessing they won't pass due to revenue loss for the state, but remain hopeful.

Senate Bill

House Bill

[spoon059]

Well, I have to admit that I don't know how other states register vehicles and how they define vehicles. In Maryland, the standard weight classes for trucks are as follows;
Under 7000 lbs costs $161 for 2 years.
7001 lbs to 10,000 lbs costs $214 for 2 years.
trucks from 10K to 18K cost $214, plus $9 per 1000 lbs over 10K for 2 years.

My Tundra had a GVWR of 7200 lbs. I could either register it for 7000 lbs and "lose" 200 lbs of payload, nor I could register it for 10,000 lbs and "gain" 2800 lbs of payload.

I was registered for 10K lbs on my Tundra, and it came from the factory with E rated tires for a combined 12K lbs tire capacity.

Legally speaking, in any state in the union I was LEGAL to 10K lbs in my Tundra, even though the axle weights were rated to 8800 lbs and the door tag was rated to 7200 lbs.

[1jeep]

I have found all states are different, in Ma it didn't matter as long as it didn't have dual wheels you could have a regular car plate on the vehicle. once it has 5 tires or more they call it commercial and then goes by the gvwr.

For years I would agree with everyone about the 250/350 difference but the way things are going I like having my door tag show I am within my limits.