Towing with a 2022 Ford 150 3.5 EcoBoost

[mdcamping]

Hello everyone

How is everyone's experience towing with this truck, as I am considering ordering the truck. Specs: GCWR 17,500, Max Payload 2,190 Max towing 12,300


Also considering ordering/towing a 2022 Jay Flight 24RBS

Specs: https://www.rvusa.com/rv-guide/2021-jayco-jay-flight-travel-trailer-floorplan-24rbs-tr48456

Thanks for your replies
Mike

[philh]

I didn't have the high capacity F150, but that little ecoboost engine did quite well on my GVWR IRC of 5,500. I get that going through mountains in TN and KY is not the same as out west, but with cruise control set, I gained a maximum of 5mph. Truck down shifted to keep the speed down.

[Grit_dog]

I’ve only had 3 beers….but it’s 7am so there’s that. Lol

[Mike134]

Is it just me or there seem to be a lot of 6 beer opinions/guessing at this point in the thread?

[FishOnOne]

2112 wrote:

wing_zealot wrote:

2112 wrote:
I…Engine breaking is not an EcoBoost strong point….

It’s night and day different with the 10 spd transmission.

I can't see only a transmission having much of a noticable affect on engine braking performance unless it shifts to a higher engine rpm at a given speed. If they shift to a similar ratio and the convertor is locked, the results should be the same. There may be technology or engineering improvements at play.

I can say when I tap my brakes the 1st time my rpm jumps to 26-2800. Tap it again and it jumps to a little above 3000, maybe 3300.

Like the 10 speed keeps the engine at it's sweet spot for pulling up hill, I would suspect the 10 speed would do the same for keeping the engine at it's sweet spot (max rpm's without over reving) going down hill for maximum engine braking.

[blt2ski]

mooky stinks wrote:
The rig in my signature “engine brakes” better than any gas tow vehicle I’ve had including GM’s 5.3, 6.0, and 6.2. BTW my 5er weighs 10K lbs so it’s not exactly light for a 1/2 ton.

Assuming the OP has speed an F150 equal to this rig, I seriously doubt there will be an issue towing the trailer they have speced. I would also suggest the smoothest exterior walls you can get vs the lighter corrogated aluminum. Yeah Al is lighter by 400-600 lbs vs a smooth fiberglass wall. But it will cost you .5-1 mpg in lack of aerodynamic wind flow!

My 2014 gas GM 4.3 is as good a performer, grade braking etc as the BB454s I've had. I'm sure the newer designed 6sp vs 3 & 4sp auto trans helps. The EB has 50'ish% more HP and torque than I have. I would think it would perform well.

Marty

[mooky_stinks]

The rig in my signature “engine brakes” better than any gas tow vehicle I’ve had including GM’s 5.3, 6.0, and 6.2. BTW my 5er weighs 10K lbs so it’s not exactly light for a 1/2 ton.

[2112]

wing_zealot wrote:

2112 wrote:
I…Engine breaking is not an EcoBoost strong point….

It’s night and day different with the 10 spd transmission.

I can't see only a transmission having much of a noticable affect on engine braking performance unless it shifts to a higher engine rpm at a given speed. If they shift to a similar ratio and the convertor is locked, the results should be the same. There may be technology or engineering improvements at play.

I can say when I tap my brakes the 1st time my rpm jumps to 26-2800. Tap it again and it jumps to a little above 3000, maybe 3300.

[alexleblanc]

i towed a 7700 GVWR 29ft TT back in 2011-2013 with a 2011 F1500 Ecoboost max tow and i felt it was a very well matched combination, yes a 250/2500 will tow better but i was not unhappy with the performance at all. Engine braking would be the only place that it fell a little short.

[valhalla360]

BenK wrote:
On a gasser, it is just pumping losses from having to turn (crank) the whole drive train faster without fuel.

Therefore, bigger gasser engines has more mass to 'crank', will have more engine braking.

Of course, the diff & tranny gears plays. As lower gears (higher numeric) will try to force the engine crank to spin faster (the rotating mass is forced to turn faster)

A tiny displacement ECO will not have that much mass to force and will not provide as much resistance as a larger displacement.

This is not how engine braking works. It's not as good as a diesel exhaust brake but it's not simply more internal friction from the engine turning faster.

The term "engine braking" refers to the braking effect that occurs in gasoline engines when the accelerator pedal is released. This causes fuel injection to cease and the throttle valve to close almost completely. The restriction causes a strong manifold vacuum which the cylinders have to work against, sapping much of the potential energy out of the system over time and producing the majority of the engine-braking effect. This vacuum manifold effect can often be amplified by a down-shift, which induces a faster spinning drivechain to engage with the engine. While some of the braking force is produced due to friction in the drive train, this is negligible compared to the effect from the manifold vacuum caused by the air-flow restriction.

[wing_zealot]

2112 wrote:
I…Engine breaking is not an EcoBoost strong point….

It’s night and day different with the 10 spd transmission.

[mdcamping]

Lots of good info, still researching with the Ford dealer. Also researching the 250 but leaning towards the 150 for now at least.

For the time being going to put a temporary hold on my future Rv project as I'm leaving shortly for a camping trip to Cooperstown NY and then onto Lake Ontario. YEAH! :C

I will post later when I look into this more

Thanks
Mike

[2112]

I just towed my 9000lb FW 200 miles this morning traveling 65-70mph when possible. Little to no wind, half flat and half Texas Hill Country. I averaged 10.2 mpg on the lieometer. I'll say it tries to engine brake but really doesn't help as much as my old 4.6L little V8 did. Engine breaking is not an EcoBoost strong point.
Had a fun day on the road but now we have to go visit her family. I'd rather be towing.

[BenK]

Confusing ICE braking between a gasser and diesel

Diesels have exhaust braking via an exhaust valve (butterfly is the norm) that uses the piston compression & exhaust motion as braking power.

What that means is that the diesel cycle's higher compression ratio resistance is increased with the exhaust partially to totally blocked. That has the piston face a bigger brick wall during both the compression stroke and exhaust stroke.

On a gasser, it is just pumping losses from having to turn (crank) the whole drive train faster without fuel.

Therefore, bigger gasser engines has more mass to 'crank', will have more engine braking.

Of course, the diff & tranny gears plays. As lower gears (higher numeric) will try to force the engine crank to spin faster (the rotating mass is forced to turn faster)

A tiny displacement ECO will not have that much mass to force and will not provide as much resistance as a larger displacement.

[IdaD]

Groover wrote:
Due to frontal area I would expect you to get around 9mpg at 65-70mph. There are probably some people here actually pulling a similar trailer that can tell you they are getting. Most people with a camper that size are only pulling occasionally and the Ecoboost will be great for that.

My brother in law has a similar size travel trailer that he generally tows with his Powerstroke. Problem is he recently screwed himself out of that ride with a fourth kid, so he occasionally pulls it with a new Ecoboost Expedition. First time out was into a stiff headwind on the freeway and he got a little over 5mpg. Minus the headwind it might be a couple better than that. I think 9mpg with an Ecoboost and that trailer is a bit optimistic.

I agree with the plenty of power part.

[Lantley]

Maybe I'm wrong in my thinking or terminolgy but engine braking is not comparable to exhaust braking. My V-10 could not slow my trailer like my exhaust brake equipped diesel truck.
I'm not knocking the Eco boost it has plenty of power but no exhust brake can be a deal breaker for some.