Towing 10.1K with either Toyota Tundra SR5 OR F150 which is better?

[WinterDeere]

My 2018 F-150 XLT Supercab, 4x4, 2.7EB:

We must drive VERY differently. I'd bet your tires last longer, too!

 

[bnold]

Real life vs lie-o-meter

 

[tacticalturnip]

This doesn't belong here...

 

[jyoutz]

No ricer trucks for me. Buy built in America by UAW employees or ride a bicycle.

I believe that Toyota trucks are built in Texas.

 

[Grumpycat]

Yes an 18 F150 with the 5L, and 3.73's in a crewcab/4x4 configuration is rated to tow up to 10,900lbs. Like you said in 18 only the 3.5L EB was offered with the Max Tow package.

Max Tow is not Max Payload. Max Payload was only available with 3.5EB. Max Tow was simply a bundle of popular towing options including a receiver hitch not just bumper hitch.

You have to learn how to read the doublespeak used in the brochure. The 2018 F-150 brochure says,

Max. Trailer Tow Package2 (required for towing up to 13,200 lbs.; requires 3.5L EcoBoost engine): 3.55 electronic-locking rear axle (3.73 with Heavy-Duty Payload Package),

What the above does not say is that Max Trailer Two Package2 provides 13.2k towing, it only says that this is necessary to reach 13.2k.

 

[Farmer495]

Always depends on driving conditions. Mine is a 2016 F150 Supercab 4x4 6.5 bed with 3.55 gears, 3.5 Ecoboost. Here's a screen shot of my dash display last year when driving a couple hours on fairly flat ground but with a strong tail wind:


I bought the truck new, and as with all my vehicles I keep a log book in it in which I log everything, including gas fillups. The fueling data is then entered into an Excel spreadsheet that calculates exact fuel mileage as the on-board computer is never completely accurate. The truck now has over 70,000 miles and since new the overall fuel mileage is 20.5 mpg. That includes quite a few miles towing. Hooking a trailer with some weight on it to the truck immediately halves the fuel mileage. But it IS amazing at how easily that 213 cubic inch V6 pulls a heavy load - it feels every bit the equal of the trucks I used to have with 460 cubic inch V8s.

Wow. I always have a grade or hill to go up, downhill should cancel out the uphill but it doesn't seem to work that way

I've got the older 1st gen ecoboost in a 2011 and way more miles too so newer ones would be better for sure.

Engine certainly does pull good. I find towing does kill MPG, I've seen as low as 7 US MPG pulling travel trailer on upgrade route at 75 MPH and staying in the passing lane when needed. Scary part is that isn't using all the power it makes, I've never had the gas pedal pushed to the floor once towing. My diesel was held to the floor any upgrade I had to downshift on.

 

[deezler]

The 21+ trucks can get you a Max Tow with the Coyote, and it's rated to tow 13,000 lbs with a crewcab/4x4 configuration.

BUT, but but but, max payload now only comes on the lowest XL trim. Which is pretty well equipped compared to any truck from even just 5 or 6 years ago, but it still sucks to miss the bigger screens, nicer interior features, surround cameras, adaptive cruise, etc etc.

 

[dodge man]

Real life vs lie-o-meter

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Im not sure what I’m looking at? Is the graph the trucks meter and the numbers what you actually got? If so the lie-o-meter is pretty close.

 

[Birdhunter1]

my 18 JD 5075E with a 520M FEL, fluid in the tire, and I'd guess weighing around 8,000 lbs without the trailer was delivered to my house by a GEN1 EB F150. It was a steel body truck if I remember correctly, but can't remember for sure.

Mine is a 2014 and it doesn't surprise me a bit that someone else would haul an 8000 lbs machine on a gooseneck trailer behind one of these trucks, I have and it handles it well.

 

[WinterDeere]

A bit off-topic, but with a few others referring to rear gear ratios, I really don't understand how anyone tolerates driving any of these low-ratio rear-ends. In the last few years, 3.5's and even 3.2's(!) are becoming common, thanks to 8 and 10-speed transmissions and the endless hunt for better MPG's. But they drive like a wet napkin, I can't even feel the gear changes, due to the low separation created between each trans gear on such a low-ratio rear.

Trucks should really never have a rear end ratio lower than 4:1, and I'll continue to order them with this option as long as it's available, although presently 3.93 is as close as I can get in OEM. It gives better torque off the line when towing, wider separating between gears, and crisper gear shifts you can actually feel.

Also, for all the guys mounting big tires, I can't imagine doing it on less than 4.11:1. I think my last lifted truck (25 years ago) had 5.38:1 diffs.