• 2017 Ford F250 Crew 4×4 on the Ike Gauntlet Review: World’s Toughest Towing Test [Video]


    2017 ford f250 power stroke turbo diesel towing extreme review test ike gauntlet

    How does the 2017 Ford F-250 do on the Ike Gauntlet, world’s toughest towing test, with a 6.7L Power Stroke V8, a 6-speed automatic transmission, and 12,500 lbs in tow? You are about to find out!

    2017 Ford F-1250 Crew 6.7L Power Stroke V8 4×4 King Ranch

    • Engine: 6.7L V8
    • Power: 440 @ 2,800 rpm
    • Torque: 925 @ 1,800 rpm
    • Transmission: 6-speed automatic
    • Rear Axle Ratio: 3.55
    • Max Towing: 15,000 lbs
    • Max Payload: 2,080 lbs
    • GVWR: 10,000 lbs
    • GCWR: lbs
    • EPA-estimated Fuel Economy: Not Rated
    • As-tested Price: $66,275

    All 3/4-ton trucks are hitched up to the same 12,500 lbs enclosed CM Trailers 20-foot CargoMate trailer. We always use water for ballast, and set up the tongue weight between 1,200 and 1,300 lbs. We calculate and always recommend the tongue weight at approximately 10% of the combined trailer weight.

    We weighed this truck at the CAT certified scales, and (with a full 34-gallon diesel tank) this King Ranch crew cab 4×4 tipped the scales at 7,920 lbs.

    Downhill

    We test downhill performance by starting the 8 mile downhill at 50 MPH (which is the speed limit inside the tunnel). We use the tow/haul mode (and exhaust brake if equipped) and let the truck do its thing. If it accelerates past 60 MPH, which is the speed limit, then we apply the brake firmly to slow down to 50 MPH. We count the number of time we have to apply the brakes in this fashion. Every time we touch the brakes on the way down, the truck looses a point.

    Uphill

    We time the truck on the way up (8 mile stretch of the interstate on a 7% grade going from around 9,000 feet to 11,158 feet of elevation). We also take note of the truck’s average MPG as reported by the trip computer. The benchmark time is 8 minutes. This assumes that the truck accelerated quickly, and maintained 60 MPH the entire way up the hill. Every 5 seconds over the time goal subtracts a point from the truck’s overall score. The benchmark MPG number is 6.0MPG. Every 0.2 MPG below that, and the truck looses a point.

    Subjective

    Each reviewer that participates in the test is given a maximum of 25 points for their subjective opinion. These scores are averaged and added to the downhill and uphill objective scores. The final score is stated out of maximum possible 100 points.

    We are selling TFLtruck / Ike Gauntlet merchandise. We always appreciate your viewership and support.

    Get all the details and the final Ike Gauntlet score in the video below.


    Andre Smirnov
    Andre Smirnov
    Andre Smirnov is an Automotive Enthusiast, Producer, Reviewer, Videographer, Writer, Software Engineer, Husband, Father, and Friend.

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    129 thoughts on “2017 Ford F250 Crew 4×4 on the Ike Gauntlet Review: World’s Toughest Towing Test [Video]

    1. Very impressive run. Much better performance than the Silverado 2500 Super Ike run from last summer.

        1. Jim, I had just seen that myself .Great run but still behind a much lower hp and TQ Denali,or is the new 2017 f2506.7 much weaker than what numbers show??

          1. If you watch the Denali video, it was essentially pedal to the floor towards the end. At one point it was only going 55. It was a good run, but there was little to no reserve power there.

            1. I agree pedal to the floor ,but it was 15000 lbs and its the previous duramax with 397 hp and 765 TQ vs the ford ay 13000 lbs and 440 hp and 925 TQ.You gotta give more credit to the Denali and more of a head scratcher for the ford..Imo

      1. The 2017 Silverado 2500 might just pull an upset. After all, the 2017 Silverado 3500 stole the show in the last comparison.

    2. Good results but man, why get a King Ranch 4×4 diesel with the F-250 GVWR? Those are heavy as hell and you are only left with 2k lbs of payload or less. It really limits the trailer size that you can pull, especially with 5th wheel/ goose neck setups.

      1. It is up to Ford to give them the truck, and yet, they want it to look fancy for the cameras instead of functional. If they were smart in these tests, they should take in consideration most can’t afford this trim and it is a damper on performance.

          1. They also sell a tremendous amount of F-250’s and F-350’s that are stripped down or base trim trucks. A significant percentage of their sales come from fleet sales after all.

    3. Finally, the Super Duty gets a little credit again after the disappointing run in the F-350 dually. It received the highest TFL score ever for a heavy-duty pickup. Nathan stated he has never felt this much reserve power before. And only one brake application going down the hill may be a record. Beautiful truck, for sure. As for fit and finish, they complain at the pricepoint…but please remember this same basic vehicle, cab, and interior can be had starting at $32,500. The area of fit and finish concern they showed is the bin on top of the dash in front of the center stack. This bin has two bolts and two clips hidden in it which allow the bin to be removed, providing access to the bolts and clips surrounding the center stack trim. Unfortunately, many early-built 2017 Super Dutys had trouble with the wood-grain sliding console door sticking open or not staying open. Many had the mechanism replaced. The center stack trim must be removed in order to access the slide mechanism, and it makes me wonder if the dealer did not properly reset the bin. My 2017 Super Duty needed this repair and the bin was removed…but it is flush.

      1. I sold about 4 with the issue of sticking. Easiest fix was a technician filing down one of the edges and performed perfect after.

      2. “As for fit and finish, they complain at the pricepoint…but please remember this same basic vehicle, cab, and interior can be had starting at $32,500.”

        Well for the price Ford demands for a King Ranch (or a Platinum), I don’t think it’s unreasonable to expect soft touch plastics and dash pieces to line up as designed. Some of the plastics they used are the nasty ABS-like stuff that sounds cheap and brittle.

    4. Precisely why I bought a 2017 F350 SRW….11,500# GVWR / 7,230# rear axle and 3,536# door rated load with well equipped Lariat 4×4 PSD CC moonroof, etc.

    5. These price point while ridiculous don’t affect sales. One thing you don’t see much of is the average joe running around in an XL. You could call the xlt the base truck for all intensive purposes. But then you go shop the xlt and add a few features that you want you are within $50 a month on the monthly payment to stepping up to a lariat which will have more features then you get on your xlt. You are just a couple pack of smokes or a couple cans of Copenhagen and a case of beer every month away from stepping up to a lariat from an reasonably equipped xlt. I consider the lariat trim the base model in my shopping. For example I have had heated seats since 2007…. cooled seats since 2010. Back up camera and reverses sensors are a must, tailgate step or I won’t even look at the truck.

      On a consumer level it would be interesting to see a breakdown of sales by trim model.

      1. You can have heated seats, backup camera, reverse sensors, and the tailgate step (plus a lot more) on an XLT truck in 2017. Just not leather seats and cooled seats. For reference, the cooled seats still suck and the heated seats in the XLT (using a wire grid heater system) work much better than the heated / cooled combo seats in the Lariat and up (using a TED method). I find the rear heated seats in my 2017 are hotter than the front heated seats.

    6. I thought DOT required a CDL for any trailer over 10,000#. Usually Mr. Truck does the driving when a CDL is required. Am I interpreting the rules correctly?

      1. The rule is that gross combined weight (GCWR) cannot exceed 26,000lbs…that would be the the gross weight rating (GVWR) of the truck and trailer added together. In this case, he’s all set. RV’s do get different rules…basically no CDL required…

    7. Should be towing a vehicle in excess of 10,000 lbs or a single vehicle in excess of 26,001 lbs. If that was the case every snow bird would have to have a CDL 😀

    8. Impressive performance. All of the newer trucks are very capable but I think Ford has hit another home run here. I was never a huge fan of the looks of previous SDs but this is a great looking truck to me. Really nice.

    9. Awesome truck, but I have to admit, I’d love to see this test with the same truck in a 6.2 configuration. Hey, 8 grand is a lot of doe for the diesel option! For those of us who are weekend warriors towing only 10% of the time for loads under 10K, is this truck up to the task.

      1. Beautiful truck! Great power, great ride, quiet cab. I have to agree with Tim though. I would really like to see how the 2017 with the newly upgraded 6.2 would do with the same trailer. I’m curious if it can pull the hill at lower rpms than Mr Trucks 2012 did in a previous video. That truck was screaming up the hill.

      2. It would be slower, but it would pull the hill just fine. Diesel is getting closer to $9k option than $8k…

    10. I see in the article that this is a 2017 F1250. Is this a new model? Sounds pretty awesome.😎

        1. The 6.7L Powerstroke is SAE Certified.
          Troll doesn’t know the engine can’t be overrated.

          Working on getting banned from here, like over at PUTC too?

          1. I can post under RAM at PUTC anytime I want to. What was your last banned nick name there ?
            The Powerstroke is overrated, because it didn’t deliver.

          2. “Troll doesn’t know the engine can’t be overrated.”

            The engine doesn’t have to be overrated. The transmission/powertrain could easily be programmed to gimp power output in order to protect weaker components. It could also be done to prevent damage or wear in certain operating conditions, such as running up a mountain while towing a considerable amount of weight.

      1. Beat it? Only because they restricted the Ford to 60 MPH. Nathan said he had power in reserve and could have easily exceeded the speed limit the entire way up the mountain. Which is what they did with the Ram. The Ram ran it in 7:33, which works out to an average speed of 63.5 MPH. Clearly the Ford could have done this as well.

            1. Yes, but pulling 500 lbs heavier trailer. I don’t know , if it compensate , but should be very, very close.

            2. Zebra you are wrong again. If you watched the video Nathan said the ram was towing 12,000 lbs plus the additional 250 for being a 4×2 truck. However adding weight does not compensate for driveline losses through the transfer case.

            3. The chart says Test Load (trailer + cargo + ppl) 13,000 lbs.
              Sooo, how many extra lbs. pulling up the Ike compensate for the resistance of disconnected 4×4 ?

            4. Instead of looking at the pretty pictures maybe you can watch the video. Kinda hard to look smart when you don’t watch the video.

            5. Not to mention, the Ram looked like it was constantly gear hunting. Everytime they showed the dash the RPMs were showing gear changes. The Ford was locked into one gear and stayed. A much much better calibration for towing.

            6. I have to go by more accurate chart. You can watch a pretty video, were have been made many mistakes ,many times before and corrected in the article and chart.

              Pulling extra lbs. up the Ike Gauntlet compensates​ for the resistance of disconnected 4×4 . It’s not accurate,but TFL did their best. 4×4 transfer case front axle is not locked and RAM has also front axle disconnect system that allows front drivetrain components to be disconnected from the drive system to reduce parasitic loss and improve overall efficiency.I have the same system at my RAM 1500, so I am assuming,that Ford has the same system as well,but I could be wrong.
              Can someone from the ford pack confirm this please?

          1. inlines are more thermally efficient than V’s. also rated at 70hp less.. hard to say what % of rated power each were using.

            1. It certainly looks that way.
              Makes me happy to know, that FCA is working on inline 6 gasoline and diesel as well. It won’t be ready anytime soon,but they know, what they are doing.

            2. Keep waiting zibra, just like you can keep waiting for all the Jeep concepts, the updated 2018 ram trucks and whatever else they say they are doing and building in concept.

          2. Correct, the Cummins usually beats the Powerstroke in fuel economy. 4.1 vs 4.4 is not exactly a big deal.

            1. @Zviera: RAM uses a “center axle disconnect.” (CAD) The hubs are directly attached to the half shafts in the front axle, and so the differential will still spin, but only the side gears and spider gears. The front driveshaft will not spin, and this reduces some drag when compared to a system without CAD. A 2wD RAM, even if ride height and weight was identical, would still achieve marginally better mpg.

              Ford uses either manual or auto/manual locking hubs on their heavy duty trucks (1/2 ton Fords are different still). This means when the hubs are unlocked, nothing except the wheels turn on the Fords. It is marginally more efficient (and results in a little less wear and tear) than the CAD system, but the Ford auto/manual system is vacuum-controlled and has been well-known to have reliability issues in the long term. Not terribly expensive, but a pain. Of course, the manual hubs are trouble free but less convenient. The CAD uses an electric actuator on the long side of the axle to slide a splined collar into place to connect both side of the halfshaft, and is pretty trouble free.

            2. It’s misleading, because of stupid Mpg terminology, but it’s roughly 10% which is a lot.
              Difference between 20.1Mpg and 20.4Mpg is not the same, like difference between 4.1Mpg and 4.4 Mpg. It would need to be 20.1 Mpg and 22.1 Mpg, which is a lot.
              I wish US has L per 100 kms or gallons per 100 miles . That would reflect the difference more imaginable for average people.

            3. Thank you for your answer. I know ,how the RAM system works. I see that every time,I do my oil change, because that electric disconnect is on the filter side of the drive shaft. Trouble free system indeed.

            4. Troverman maybe the ram system is more reliable in the 1500 but the HD trucks they are plagued with issues. Front shaft u-joint failures and in the EMS community there are a lot of reports of front drive shaft failures. There are internal messages for those that bought ram trucks to keep an eye on them. Some of the failures are destroying the transfer case and lines along the frame.

            5. Thank you Troverman for the clarification.
              From what I understand, the ford system is less reliable and manual is less convenient, but more efficient, which means, that weight compensation was probably very close to substitute the front axle parasitic loss.

            6. Actually the ram system is less efficient than Fords system and is less reliable in Rams HD trucks. That’s what happens when you don’t actually disconnect the front axles. You create a failure point. They should have used CV shafts like GM for that type of system. When ram copied Fords front ends, they should have copied the whole system

            7. The Dana Super 60 has been in service on the SD since 2005. The issues you are regarding to were on the 09-12’s which had axle play similar to the old Dana 60 on the early 2000’s (Dodge had also used them same years and had trouble as well). Since then the issue had already been addressed and fixed. Pro’s and Con’s to both side and neither is in the right or wrong. With manual locking hubs, if you have an issue you can always operate the system manually. If your CAD system has a failure off-road, you are at the mercy of whatever the system chose to be left in because there is no manual override. Would be neat to see a hybrid of both. Electronic or manual and let the driver have a fail-safe for any situation, but that will probably never happen 🙁

            8. @Jimmy, since they switched to electronic, there are a lot fewer issues on the Rams CAD system. Most were caused by damaged vacuum lines. Most issues now are cause by corroded switch, lines, or fluke off-road damage and those are far and few cases compared to the old system. They did much better on it this time.

            9. In fact ram warranty was fighting these EMS companies and public sectors on the repairs. Especially on the ones with transfer case damage and frame damage.

            10. What’s your point Jimmy ? Any manual says, that driving Part Time AWD with 4×4 mode engaged on dry pavement will destroy it, Ford is no exception.

            11. Well the fact is, Ford Superduty dominates the type I ambulance chassis market even though they cost more than Ram. And no one else other than those that are buying Ram chassis are having that issue.

            12. So I guess ram trucks are only good for the keyboard cowboys that don’t use them and want to brag how good they are. And Ford trucks just work and get things done. Is that what your saying troll ziva

            13. No RAM trucks are good for pulling heavier loads up the Ike Gauntlet faster with better MPG than Ford.

            14. Sonram trucks are good for magazine articles and the real trucks do the actual work for years. Good to know you confirmed that ram sends PR trucks for magazines.

            15. Ford’s deliver daily and that’s a proven fact. Rams on the other hand need massive recalls and bailouts to stay in business.

      2. If you follow the speed limit of 60mph that TFL allows, with no traffic, the 8 miles of highway takes 8 minutes. Nathan commented the Ford had plenty of reserve power to accelerate any time he wanted to. So the RAM tested then didn’t “beat” the Ford, he just went over the speed limit.

        1. I agree with you. They should run RAM again at 60 Mph. Maybe the tranny wouldn’t be hunting gears like Jimmy is complaining about and maybe Mpg would be even better than 4.4

    11. I haven’t​ said anything about the looks of the new sd. Being a Ford man the style has a big look to it with a lot going on in the front. I wouldn’t say I dislike it. Maybe it will grow on me.
      I don’t like the color of the leather.
      I did sit in lariet sd. I swear it was like sitting in my 06 lariet. Everything felt the same. Maybe the leather was smidge softer. You probably could took them seats out of the new sd and put them in my 06 and I’ve wouldn’t know​ I was sitting in New seats.

      As for video nothing really stood out except the price and the brakes. Good video.

      Just waiting on the 6.2 sd test.

        1. Troverman and Jay B I was talking about the seat not the interior. The interior is much nicer seen how I wasn’t very clear on what I was talking about. The truck was in was a new aluminum sd.

    12. Glenn E in all fairness we must point out Ram Truck gave them a 4×2 truck. Run time up the hill, brake application, and MPG might be effecting the trucks numbers. We have seen the runs with 1 tons and the dyno testing as well. It is just a question were or not FCA and GM want to respond to the numbers that Ford posted here.

        1. In all fairness that video stated you are wrong. The trailer was 12,000 lbs. Max trailer weight.

          1. Mistakes are made in the video all the time. I have to go by the article and chart, when dust settles.

            1. They would update the article, don’t you think ?
              The video was done first, article and chart is more accurate all the time, because they can’t alternate the video.

            2. Or you just want to argue because what Nathan read does no serve you purpose, constantly bash Ford.

            3. Or just believe Nathan’s words coming from his mouth with a scale sheet in his hand and Ken clearly stating that that trailer is rated for 12,000 gvwr. Just saying bro.

    13. Just seen a new F350 non dually with aftermarket tires on it and the top of the wheel was folded into the engine and was riding on the interior rim almost. Pulled over on the shoulder. Found On Road Dead. Northern roads were too much for it I guess. Suspension is too stiff. What else would cause that? I know in the past the F150 had that problem. Front tires were flying off the dam things. Thought they fixed that by now.

        1. I ain’t lying. I really have no favourite brand. Just wondering what let go. Are roads are complete shit so a stiff suspension may have done it. It wasn’t lug nuts. Something else let go. You can’t post pics here, far as I know and I’m not stoping on the highway to snap one.

          1. Come on, you definitely do have a favorite brand (Toyota). Any brand can have any type of failure, not sure what point you are making. Super Duty trucks use a Dana Super 60 front axle; it’s the strongest axle currently available. There is nothing to “let go” unless it was an old Super Duty with failed ball joints. You do realize the wheels, tires, and entire front end is “unsprung” so suspension has nothing to do with it?

            1. No Troverman I don’t have a favourite. I just tell it like it is. Toyota comes out on top mostly for my needs. That’s the second Ford I seen this year that lost a wheel. The other one was older. 90s F160 model. Back tire was on the opposite side of the ditch. This one was new and the front tire was buckled. I might even buy an F150 this year depending on the V8 upgrade. I seriously just thought I would get reasons why that happened rather than the beating chests. But whatever. It was a problem for Ford in the past. Since you brought up ball joints that triggered my memory. This was a big problem for the F150 in the past. Front tires were falling off left and right, literally on the Fords. Wonder if the same problem is back. From what I seen that’s likely what it was.

          2. Really Rambro, you don’t have to extra bash ford, even it could be a true. They have many problems even without your post.
            Maybe it downshift suddenly to the first gear and there is nothing wrong with a wheels, or maybe the wheels were out of the balance and destroyed the material by fatigue.

            1. Hey zviera, how about you just find another forum where you can jack off to pictures of Ram pickups with other fanboys. All it seems your on this site for is to bash Ford and cause controversy with mostly biased and ignorant comments.

      1. Ford gives them what they give them Sam. Personally​ I’d rather have 3.73. I’m not going to plow fields with it.

        1. after owning to f250s with v10s with both ratios believe me 4.30s r what u want. only thing u give up is about .5 mpg better with 3.73s and a sluggish truck overall 4.30s wake up these gas engines

          1. I have v-10 with 4.10 with 6 SPD manual and it is not sluggish. I’ve also had a v-10 with 6 SPD manual with 4.30 yes 4.30 was little bit quicker​ and towed better in the mtns, but there was a big difference in fuel mileage. With 4.10 I can get about 2 more miles to the gal than 4.30. I also had 1st Gen v-10 with 5 SPD manual with 3.73 and was better than the 2nd gen v-10 in fuel mileage. You​ never stated that your v-10s had automatics Which I suspect they are. The automatics​ never got as good as fuel mileage as the manuals. That was the mistake a lot of customers did when they ordered a v-10 or baught a v-10 when you can get manuals for them. The last 2 or 3 yrs you could not get a manual for the v-10. I think at that time they went to a 5 SPD Automatic. Not sure I could be wrong on that. When I read that the v-10 is “sluggish” I think they mistake it for having tq down low in the rpm. The v-10 is NOT a reving engine. Peak hp is right around 4250 but the peak tq is around 3250. This engine is a grunter. I’m not saying you you don’t know what you are talking about. Just when I see “sluggish” on the v-10 I think they get it confused with the tq that it produces down low. Keep in mind I never driven a automatic v-10 so I just don’t know what Ford has for shift points. I driven a 6.2 and I was not impressed with it because it just didn’t have any low end grunt (pre aluminum). V-10 is almost like a dsl. That is what I like about it. Something that all the current gas engines can not say in heavy duty pickups.

            1. Oh one more thing the v-10 still has the most tq of any gas engine that is produced in any heavy duty pickups.

            2. I owned both a 01 and 05 both crew 4x4s 0l had 3.73 05 had 4.30s 01 was 4spd auto 05 5 spd auto 05 got almost same mileage unladen but towing it did much better with 4.30s. these r heavy trucks that u don’t buy for great fuel mileage. I drove a 15 crew 4×4 with 6.2 3.73s it is sluggish and about 11-12 mpg my buddy owns it, he regrets getting 3.73s 4.30 r 4.10s should b the only gear sets offered in these trucks and if u put bigger tires on the 3.73s really hurt

            3. K your 01 1st Gen v-10 05 2 gen v-10 Sam.
              My 01 was a f-250 5 SPD manual 16-18 mpg on highway. Around town 10-12 sometimes a 13 mpg.
              My 05 f-350 6 SPD manual (not a dually) 12-14 on highway 10-12 around town. F-250 I currently have 6 SPD manual. 14-16 highway 10-12 maybe 13 around town. 01 extend cab. 05 and 06 crew cabs. F-350 8′ box others 6′. the f-350 I had I can tell you everything you want to know on how mpg with any rv, boat, cow or horse trailer that I towed. Had 350,000+ miles and motor still going strong before I sold it. Ford mechanic told me I should get 500,000 miles​ on it when I bought it. I wouldn’t doubt it. Never had any real big problems. Had to replace tb on it around 150,000 that was about it. As you can see I like the v-10s​. They are solid more so than some of the dsl ford built.
              I know some on here might not believe mpg’s I get on my v-10s, but that is ok. I try take everything on hear with a grain of salt so I’m know exceptions.

              I did one time got 18 mpg with my 06 f-250. Set cruise control on 55 mph with no wind. I wanted to know if I can get 18 mpg’s out of it. I did!

    14. Ram in this video only had 800 ft lbs of torque compared to fords 944. Ram is the clear winner, facts speak for themselves.

      1. Ram trailer was 12,000 lbs. 250 pounds in the bed, plus 3 people that they allocate 250 lbs apiece, for a total of 13,000 lbs. Ford trailer was 12,500 lbs, with 2 people at 250 lbs each, for a total of 13,000 lbs. Ram was 2WD. Ford was 4WD. Ram had a 4.1 rear axle. Ford had a 3.55.

      2. There is absolutely no clear winner at all. Both diesel 3/4 ton trucks pulled a similar load up a steep hill very well. The RAM broke the self-imposed speed limit; the Ford could have (stated by the driver) but did not.

    15. They’re all pretty good trucks these days. Think given today’s choices, I’m a little more partial to the Ford. But when the 2018 Ram 2500 comes out, maybe they will eliminate that awful lag off the line and put a decent tranny in it. At least one better than Caitlin Jenner and the 68RFE.

    16. All of these trucks are impressive and will serve the buyer well. It’s really splitting hairs to critique which one is best since it appears the Ike is no longer a challenge at these weights. I just got home from a camping trip in the Smokey Mountains pulling a 25 foot travel trailer with my 6.2 f250. Transmission really does a good job keeping the gasser where it needs to be both up and down grades. TFL please try a run with the cruise control set. My truck maintained speed perfectly with the cruise set. It would be interesting to see how the ike results would differ (time, mpg, etc) man vs machine. Great test. Keep it up.

    17. Why was this F250 diesel limited to towing only 12,500lbs? I thought that was the weight used to test the gas 3/4 tons. Was this a payload limitation? I would think the diesel 3/4 tons should be good for 15-17k lbs. Beautiful truck either way but if max trailer weight is only 12.5K is it really worth paying $9K for a diesel? I’m sure a gas powered f250 can handle this trailer.

      1. You are correct…it was a payload limitation, and also a GCWR limit. A fully-loaded King Ranch F-250 will only really have a payload of around 2,000lbs…not much different than the other loaded 3/4 tons. The reason you buy the diesel is because the towing experience and overall driving experience is nicer…more effortless…no screaming gas engine up hills…a little better fuel economy.

        1. Agreed. That motor is nowhere near its limit towing that weight. But if the chassis limit is so far below the motor limit, I question how much sense it makes to may up $9k for the diesel, which can never be fully utilized in this truck. Obviously if money is no object then by all means spring for the diesel and get a more effortless towing experience. But if the $9k matters to a buyer, they can probably accomplish the same tasks with the gas motor, although it will obviously have to work harder.

          1. Again, people don’t buy an F250 diesel to “maximize” the capacity of the engine. They buy it to pull their 8,000-12,000 lb trailer effortlessly. Usually a cargo trailer, travel trailer, 5th wheel, or boat. Most people tow what they need to tow, they don’t load up for the fun of it. This review gives a realistic scenario of what it would be like for most people to experience this truck. It was not about testing the engine’s maximum capabilities.

            I have waited a long time for this type of test. We have seen plenty of reviews where they are maxed out. But most people don’t want to run their trucks at the extreme limits.

            1. Alex, I think you missed my point. I wasn’t criticizing the review or the truck. I was simply pointing out that this engine is capable of a lot more than the chassis can support and for many people it’s worth considering weather or not paying for this much engine is worth it. If it is, then great. If it’s not, save yourself $9k.

            2. Yeah with a 12,000lb trailer, the big diesel becomes a luxury, not a necessity. I think we would rule out half tons with that kind of load if it is frequent. So it’s a toss up between 3/4 ton and Titan XD, gas and diesel.

              Titan XD diesel, capable but no advantage over F250 diesel in terms of price or fuel economy.

              Then it’s just gas vs 3/4 ton diesel. I would say that depends on how often and how far you’re polling, and if you are climbing hills. Then if the economics don’t make sense for a diesel, people probably weigh the emotional part of the investment. “But it’s so effortless!” That could very well be the deciding factor for a lot of people.

    18. You guys need to do more cargo van reviews I never ever see any specially on a small cargo vans the only done one they compared all them together and that was a really short one

    19. OK, I posted this earlier on the WRONG thread so I apologize if you see it again while reading old threads.

      Moondog
      April 19, 2017 at 10:44 am
      In the end, buy whatever brand you want and you are still getting a very good truck. They all have something great to offer and they re all more capable than most people really need. There is a lot of brand loyalty being displayed here and I personally enjoy reading it.

      I personally think Ford owns the fullsize segment. No one innovates and takes chances like them. Some may not like this statement but it is true. The competition takes shots at them making fun of the use of aluminum while they secretly scramble to get it into their products (read GM) while the others would do it if they had the funds (see Ram). As a result of the constant innovation at Ford they have left themselves open to some criticism because of growing pains (see first gen EB in the F-150). In the end, I think the sales numbers tell the tale. Ford offers more and they in turn sell more.

      Ram. To me they deserve a ton of credit for sticking with what works. We want new and improved more than any generation ever. However, be careful what you ask for because you might just get it and the issues that come along with it. The Ram engines are really good proven engines. We can debate who is the best but they know how to make an engine. Their interiors have really set the bar. Give them credit for moving a lot of trucks that may not be a new as the competition. They have stayed in the mix and give their customers what they are used to – think comfort food.

      GM. Where else can you get those slamming hot low riding front air dams? Just kidding. GM has come out with a surprisingly good update. It surprised a lot of people, me included. They are in the mix as well. They will forever follow Ford (while poking fun in a jealous ex-boyfriend kind of way) but will stay close enough to keep most of their customers. They should also keep a keen eye on Ram. While I’m now reverting back to half ton talk, the 2019 GM trucks may be the most important update in our lifetime for GM. If they don’t fix the constant unnecessary issues (read driveline vibration and just Google to see the rest) they will slip to third because I bet Ram is about to drop a nice new truck right beside them in 2019.

      Nissan. Months ago we were all laughing at them and calling for the job of the head designer. Now we are starting to say, hey, the truck really isn’t that bad. At least they seem committed to making a good truck. They are also already working on an updated version. They are clearly in 4th to 5th place but are trying. A for effort C plus for execution. They will get better and, unlike Toyota, they seem committed to making a better fullsize truck. If Toyota doesn’t bring a redisgned truck I look for the Nissan to outsell them soon.

      Toyota. No dog in the HD fight but a shame for a company with so much potential to let a once very nice truck go stale. That engine is money by anoyone’s standards but they still, along with Nissan, cannot figure out how to give power and efficiency. It looks like they may be content to build the current Tundra forever and send it out to pasture with the really cool FJ Cruiser. Shame. I would love to see a new fullsize truck from Toyota (new does not mean tweaking the headlights and taillights) but I’m not hopeful at this point. Our friend Rambro was hot to trot over that all new 2018 only to leave disappointed. Sorry, my friend, maybe 2025…

      1. Yep, Toyota is a disappointment for me.
        I would consider Toyota, if some significant upgrades are made, but everything is outdated.

        1. I drive a 2017 Tacoma and love it but they need to do something with the new Tundra. Toyota sits on its laurels too much when it comes to their trucks. I’m also surprised at he number of Tacomas that still have issues. At first I was a bit defensive over it but there are a lot of people out there still having issues that are not Toyota like. Mine is good but now my rear differential has started howling like so many other Tacoma owners. Toyota does not yet have a fix to address it and rumor is that it will be this summer before they do. While accelerating between 50-60 under light throttle that rear diff has a noticeable howl. Otherwise, I love my truck. If it doesn’t get fixed…time will tell. I hope it does because I want to keep this thing long term. For now I’m taking advantage of a great stereo when drivignthat speed. LOL

        1. Thanks Drifter…:). We really have a great place to retreat to here. I learn a lot and just enjoy the time spent talking about trucks!

    20. Clearly, Ford makes the best heavy duty trucks in the market. I would purchase this truck over any Ram or GM crap.

    21. Has anything been done to address the ticking time bomb that is the bosch 4.2 pump? Ram kept the cp3 and gm switched to denso. Crazy to buy a 60k truck and have to drop 17k to fix the fuel system when it fails.

      1. It doesn’t cost 17k to replace the fuel system. Its around 9-10k. Its bad enough no need to double it

    22. Fred, please,elaborate on this Bosch 4.2 pump. What vehicles and engines are affected? $10k to fix a fuel pump?

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