Really? My exhaust break worked wonders for me across the Rockies compared to the time I rode across with an F250 gas pickup (white knuckles and puckering all the way!). I now swear by diesels and engine breaks for any towable over 10,000 lbs

Then your exhaust brake system is broken.....

Agreed . . . the diesel exhaust brake works really well on the downgrades . . .
WRT the original question . . . engine braking with the turbocharged Ecoboost in the F150 worked pretty well too.

Rob

Engine braking in all gas engines with cam phasers will be helpful down the grades. This is done by the phaser(s) moving to a position to achieve minimum manifold absolute pressure (MAP). It takes energy to create negative manifold pressure which results in deceleration of the vehicle via higher engine pumping losses. Fuel cut off is also incorporated where the engine basically functions as an air pump. If a factory brake controller is used, transmission downshifts will automatically occur to help slow the vehicle down.
For those interested in how this works.

Jim

Guest . . . Thanks Jim . . . I knew that, but couldn’t explain it as well as you did 👍.

Rob

I agree with everything in this thread!

The above 2 quotes I thought deserved added emphasis.

What is the cargo capacity on your 2013? If you notice: I have an new truck thread recently posted in this forum. We have the 2014 F150 with Eco Boost.

When I purchased the F150 with Ecoboost....ironically I didn't even care to look at Ford....but once I realized they were nicer trucks with better numbers I was adamant about needing the V8 for towing. My mechanic as well as sales eventually convinced me to test drive the ecoboost. I had had the V8 for several days (they let me take it home and keep it for a while!) So I took the V8 out and got on it. Not bad...then I did the same with the ecoboost and I couldn't believe it. I immediately went into the dealership and compared the torque, hp, towing numbers and the rest is history....bought the eco boost.

Why do I tell you all that? Well - we went out west for 18 nights last year and I did not have the same problems you describe. We had significant cross and head winds at times....I had no problem doing 65-75 up grades much steeper than 3% despite wind.

Respectfully - I just think you have the wrong F150 (or wrong engine).

Again, what are your cargo capacity numbers or GV#'s? I also expect you are lower than your towing rating (maybe) but close to your cargo capacity on the truck. A bigger truck I think would make a significant difference. Drive safe!

I went from a 1998 318 Dodge half ton to a F250 6.0 Diesel in 2004. Thought the engine brake was a fantastic feature of diesels. Been driving a diesel truck ever since. I was unaware any gas engines accomplished the same/similar thing.

Just took a peek at what "half ton towable redefined" Reflection150 trailers are weighing in at. The lightest comes in a 9995 gvwr, the biggest another 1000# more. To me that's 3/4 ton territory. It's been almost 10 years since I owned a half ton. Are there half tons out there now that can cruise happily with a 10-11000 pound trailer behind them?

I mean there are some, but they need to be really specifically equipped and given supply/build issues it's more difficult than ever to get one. Even with a properly equipped one, because of all the options you encroach on 3/4 to 1ton price ranges.

I think something people miss is that these rigs CAN be half ton towable but that's more on the capability of the top end half tons, and not every half ton SHOULD tow these.

Yes they are out there. The 2023 GM trucks with LZ0 diesel will be able to tow 13000lb in 4x4 trim and they are SAE rated to do so. Ford and Stellantis also makes heavy half tons.

Folks run into issues when they do not factor in the gross weight ratings, and will be misled by the manufacturer for only posting the unloaded hitch weight. Having stated that, I find it hard to believe that folks would load a trailer with over 1000lb of payload where the Reflection 150 would be within the heavy half tons capability. For those that would load to the max, the GVWR should be factored with a worse case 25% hitch weight and this could push them into a 3/4 ton truck. And all 3/4 ton trucks are not created equal as well so its important to look at those door jamb ratings.

Jim

The “heavy half ton” trucks are equipped to haul a 10,000 lb trailer, but this would work better with a 5th wheel and proper hitch where the weight is up over the rear axle. Half ton trucks are limited to a Class IV 2” hitch receiver (OEM) which limits Travel Trailer hitch weight (with a WDH) to about 1200 lbs. Also, a bumper pull trailer is more likely to push around a lighter half ton than the heavier framed 3/4 ton truck. In 2015, Ford went to an aluminum body on the F150, reducing its weight by about 700 lbs. This may be why I was quite comfortable hauling a 10,000 lb Reflection 5th wheel with a steel bodied 2014 HDPP F150. We did purposely pack as lightly as possible and always travelled with empty tanks, to keep trailer weight as light as possible.

Rob

Have a 2015 F150 3.5 Eco boost towing a 2021 2600RB. Any thoughts on suspension upgrades? Saw the Roadmaster Active suspension online.
Thanks
E

Big Fish,

Welcome to our owners technical forum. When you have a chance, have a look at our welcome post. https://gdrvowners.com/forum/main-fo...to-new-members . This will help you set up your signature and navigate the forum.

On the assumption that you are talking about truck suspension and not trailer suspension . . . you might consider what Ford added to create the suspension for the HDPP version of your truck. This would include rear springs with an additional leaf, different front and rear shocks and LT (rather than your passenger car spec) tires running at a higher pressure.

Rob

Keep in mind the 3.5L Ecoboost power and torque ratings are based on premium fuel. You can expect less power and torque when running regular grade fuel. The second Gen is a great engine IMO but the marketing spin on what these engines really deliver should be made obvious and not put in a foot note. Premium fuel puts the cost to operate in the range of diesel.

The power and torque numbers are out on the new LZ0 at 305Hp and 495 ft-lbs. 30mpg HWY in 4x4 trim and towing up to 13000lbs. I'm partial to GM since I get employee pricing so if I were independently looking at trucks, I would consider them all. The GM light duty diesel and Stellantis with their new Hurricane twin turbo inline gas engine may also be considered since fuel prices are now a significant factor.

Two Hurricane engines will be produced where the higher output version will be based on premium REQUIRED fuel.

https://www.dieselarmy.com/news/gms-...ally-released/


I've read that the Hurricane will end up in a 2500 truck so this is interesting. Most likely the Hemi will be gone.

https://www.autoweek.com/news/a39525...ngine-details/

Jim

I'm just back from a 4000+ mile trip with my 2600 RB and my 2016 GMC Denali with a 5.3L and 8 speed combo with the 3.42 gearing. About 1/4 of the trip was spent at 5000 feet of elevation or higher. With the 8 speed, I was surprised and pleased with the speeds I was able to maintain up 6% grades above 4000 feet. I had no problem holding 62-65 MPH up those hills. The engine was revving around 4100 RPM in many of those sections, but that doesn't bother me. We use that same block in our ski boats and they run those RPMs under heavy load for hours on end. Highest transmission temp I saw was 220f, which quickly dropped once we crested the peak (this was above 8000 feet).

It did rev a lot in even slight climbs though above 6000 feet. The rolling hills had me manually shifting to help it maintain speed.

With the ProPride, I never felt a single white knuckle moment the entire trip. Zilch. Even in strong winds. That thing is worth every penny. Probably worth twice what it costs.

BUT....

My next truck is still going to be something a bit more substantial with more engine. Living out west, yeah, I can wring out my motor to make the climbs, but I'd rather have something that can take those without needing to work so hard. I like the size of my truck for maneuvering around town when I'm not towing, but I'd really like more motor and more suspension for the next long trip. Braking is not an issue, even downhill. I manually downshifted to 4th gear down the 7% grades coming down from Flagstaff and never touched my brakes and never got over 60 MPH.