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 > F150 w EcoBoost 2.7

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kellem

Shenandoah valley,VA

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Joined: 05/07/2007

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Posted: 05/03/21 07:29am Link  |  Quote  |  Print  |  Notify Moderator

A lot of informative post.
Turbos spending most of the time spooling and sucking fuel.

I'd highly recommend you look at the GVWR of your trailer as that's going to be much closer to it's actual weight vs UVW or dry weight.....unless the 6000# you quoted is confirmed scale weight.

Example:
Our current trailer has an UVW of 6120 and an GVWR of 7740.
Trailer scale weighs at 7620 with just the wife and I.

Bottom line is the 2.7 would certainly be considered a marginal tow vehicle with that weight, doable perhaps.
Trade in value is ridiculously good in present market if you wanted to go that route.
If you have a good local Ford dealership, consider a 7.3L and put marginal to rest which will also allow future upgrades in trailers.

Stay safe.

APT

SE Michigan

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Posted: 05/03/21 09:28am Link  |  Quote  |  Print  |  Notify Moderator

You have a good truck. Use Tow/Haul trans mode, keep that engine spinning over 2200rpm by limiting top gears. The best you can expect is 10mpg. The cost to upgrade trucks will buy a lot of fuel!


A & A parents of DD 2005, DS1 2007, DS2 2009
2011 Suburban 2500 6.0L 3.73 pulling 2011 Heartland North Trail 28BRS
2017 Subaru Outback 3.6R

Groover

Pulaski, TN

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Posted: 05/03/21 10:18am Link  |  Quote  |  Print  |  Notify Moderator

kellem wrote:

A lot of informative post.
Turbos spending most of the time spooling and sucking fuel.

I'd highly recommend you look at the GVWR of your trailer as that's going to be much closer to it's actual weight vs UVW or dry weight.....unless the 6000# you quoted is confirmed scale weight.

Example:
Our current trailer has an UVW of 6120 and an GVWR of 7740.
Trailer scale weighs at 7620 with just the wife and I.

Bottom line is the 2.7 would certainly be considered a marginal tow vehicle with that weight, doable perhaps.
Trade in value is ridiculously good in present market if you wanted to go that route.
If you have a good local Ford dealership, consider a 7.3L and put marginal to rest which will also allow future upgrades in trailers.

Stay safe.


The issue isn't the weight. It is the air drag on a 10' high 8' wide trailer. The 2.7 will easily handle the weight. Any engine will struggle with the air drag. He really needs to look at ways to reduce the air drag.

kellem

Shenandoah valley,VA

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Posted: 05/03/21 11:33am Link  |  Quote  |  Print  |  Notify Moderator

Groover wrote:

kellem wrote:

A lot of informative post.
Turbos spending most of the time spooling and sucking fuel.

I'd highly recommend you look at the GVWR of your trailer as that's going to be much closer to it's actual weight vs UVW or dry weight.....unless the 6000# you quoted is confirmed scale weight.

Example:
Our current trailer has an UVW of 6120 and an GVWR of 7740.
Trailer scale weighs at 7620 with just the wife and I.

Bottom line is the 2.7 would certainly be considered a marginal tow vehicle with that weight, doable perhaps.
Trade in value is ridiculously good in present market if you wanted to go that route.
If you have a good local Ford dealership, consider a 7.3L and put marginal to rest which will also allow future upgrades in trailers.

Stay safe.


The issue isn't the weight. It is the air drag on a 10' high 8' wide trailer. The 2.7 will easily handle the weight. Any engine will struggle with the air drag. He really needs to look at ways to reduce the air drag.


I certainly understand air drag but " any engine will struggle with the air drag " ?

Wind drag is inflicted apon every tow vehicle pulling a 10' high trailer but not every engine struggles doing so. Imo

Groover

Pulaski, TN

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Posted: 05/03/21 12:13pm Link  |  Quote  |  Print  |  Notify Moderator

If you go back to the link that I provided on page 1 of this thread you will see that even the diesel is not rated for 80 square feet of frontal area on a bumper pull trailer. You won't feel it as much on the diesel due to the extra power and torque that it has but the engine still isn't rated for it and the drag will still make a huge dent in his fuel economy.

Some of this is based on the presumption that the trailer has a full width rectangular front end with square corners but the op hasn't given us any details other than his fuel economy which seems to be pointing that direction.

For an interesting reference point, my 23,000lb diesel motorhome is 11ft tall and 8.5ft wide. However, it has a rounded front end with very well rounded corners and it will turn 11.5mpg at 65mph without a trailer. Upper 9's with a loaded 3 horse trailer behind it. But the trailer is riding in the slip stream of the motorhome and really isn't very noticeable back there. That is with a Cummins 6.7 detuned to 300hp and 660lb-ft of torque. Not much get up and go but it does give remarkable fuel economy for a rig that size. The weight doesn't seem to have much bearing on the fuel economy, at least on the highway.

wing_zealot

East of the Mississippi

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Posted: 05/03/21 12:53pm Link  |  Quote  |  Print  |  Notify Moderator

goducks10 wrote:

You're having work the 2.7 harder than you would a larger V8 or even the 3.5EB.
IMO I'd jump to the 3.5EB before going F250 diesel or 3/4 ton gas. @6600 lbs an F150 is plenty of truck. The 3.5EB won't need to work near as hard so you should gain 2-3 mpg's.
The F250 7.3 will suck more gas when not towing and is a lot more $$$ than an F150 3.5EB. If you plan on going to something bigger then yes the F250 is a better decision.
FWIW anything over 60 mph is going to really cut into anyone's mpg's.
^ ^ This

packpe89 wrote:

I recently went from a '14 F150 with 3.5 EB to a '16 Ram 2500 CTD. Towing mpg went from 7-8 to 11-12 with the same camper (6.6K) and towing was much easier. Love the engine brake! Definitely use tow/haul, makes the entire experience better/safer, especially if you are in the mountains. But 250/2500 costs are an issue, so if towing flat and short, might stay with what you have, but if planning longer trips may want to upgrade.
Good Luck
Wow, you must have a heavy foot. I regularly get 10 mpg towing 7600 lbs @ 65 - 70 mph with my 2019 3.5 ecoboost and 10 spd transmission.

OP - you need to put that truck in tow/haul mode, that's why they have it, for towing! That transmission will be in the right gear all the time, you'll get a lot better tow, and better gas mileage also. That 10 spd transmission is a dream to tow with.

* This post was edited 05/03/21 02:25pm by wing_zealot *

blt2ski

Kirkland, Wa

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Posted: 05/03/21 09:29pm Link  |  Quote  |  Print  |  Notify Moderator

A 15,000 lb rig with 70sq ft of frontal area needs about 115hp to go 60 mph. increase that to 90sq ft, you need about 135hp to go 60 mph. SAME HP as a 25000 lb rig with 70 sq ft of frontal area. EA additional 3 sq ft of FA will need the same HP increase as just adding 1000 lbs of wt. These numbers mind you can vary by plus or minus 30% depending upon the aerodynamics of a given rig.
The other not given in the tow ratings, is you can tow over the frontal area sq ft. BUT, what is NOT given, is the wt reduction for going over. or if under 80sqft to say 60, what addional wt can you pull. Reality is, for how good some of you think the new tow rating specs are, there are MANY holes in it, this being one.
Or if you want to pull over a 12% grade, how much do you have to reduce tow ratings by too. That is all you have to be able to pull, granted 5 times in low and reverse and not over heat. But if you are like me, and pull local roads in the 15-20% relm frequently, will the rig do so?
FULL reality is, the tow ratings generally speaking, WILL NOT work for many of us, unless we can truly fall with in ALL perimeters of the spec. Most of us tow outside the perimeters! I know I do quite frequently. Enough to not trust them.

Marty


92 Navistar dump truck, 7.3L 7 sp, 4.33 gears with a Detroit no spin
00 Chev C2500, V5700, 4L80E, 4.10, base truck, no options!
92 Red-e-haul 12K equipment trailer

Check RV.Net Blogs at: blog.rv.net

mkirsch

Rochester, NY

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Posted: 05/04/21 07:02am Link  |  Quote  |  Print  |  Notify Moderator

NO engine "struggles" with anything if it's running right. It just turns RPMs and pulls.

Ecoboost engines produce "eco(nomy)" or "boost," not both at the same time.

Towing a big draggy trailer, it is going to be producing more boost, using more fuel.

To put it simply, there is no free lunch here. It takes fuel to make power.

How much towing do you really do? All day every day, then fine, upgrade to the F250 diesel. Once or twice a month, live with what you have and enjoy the fuel economy the 99.9% of the time you're not towing.


Putting 10-ply tires on half ton trucks since aught-four.

Me Again

Sunbird(Wa)/snowbird(Az)

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Posted: 05/04/21 06:40pm Link  |  Quote  |  Print  |  Notify Moderator

Groover wrote:



The issue isn't the weight. It is the air drag on a 10' high 8' wide trailer. The 2.7 will easily handle the weight. Any engine will struggle with the air drag. He really needs to look at ways to reduce the air drag.


Which means slow down. That is the biggest fuel saver available in any tow vehicle.


2021 F150 2.7 Ecoboost - Summer Home 2017 Bighorn 3575el. Can Am Spyder RT-L Chrome, Kawasaki KRX1000. Retired and enjoying it!


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