• 2018 Ford F150 Claims Big Numbers: 13,200 Lbs of Max Towing, More Payload, and More MPGs (Specs)


    2018 ford f150 specs towing payload mpg
    2018 Ford F150 Lineup

    Truck guys love numbers, and Ford has just announced specifications for the updated 2018 F-150 pickup truck lineup. The company claims three impressive and class-leading numbers. All specifications listed here are according to Ford.

    2018 Ford F150 Specs

    If you are buying a truck for towing, then you will be pleased to hear that a 3.5L EcoBoost V6 2018 F-150 is rated to tow up to 13,200 lbs. It is the first half-ton truck to claim maximum towing of over 13,000 lbs.

    Payload

    Whenever you hitch up a heavy trailer, truck’s payload capacity comes into question. After all, the trailer pushes down on the truck with about 10% of its weight. If you are looking for maximum payload/hauling capability, then Ford’s answer is to equip the truck with the 5.0L “Coyote” V8 to get a maximum payload number of 3,270 lbs. This does require an optional suspension package.

    Fuel Efficiency

    Finally, Ford has officially confirmed that the 2.7L EcoBoost V6 version of the truck will be EPA-rated at 20 MPG in the city, 26 MPG on the highway, and 22 MPG combined (this is for the 2WD model).

    We reported (in July 2017) that the new 5.0L V8 and 10-speed automatic is estimated to be more efficient than the 3.5L Ecoboost V6 in crew cab 4×4 configuration. This was based on the estimates on http://www.ford.com. The final numbers EPA estimates suggest the opposite, according to today’s press release from Ford.

    Here are the latest numbers:

    3.3L NA V6 : 2WD : (MPG city/hwy/comb) 19/25/22

    2.7L TT V6 : 2WD : (MPG city/hwy/comb) 20/26/22

    5.0L NA V8 : 2WD : (MPG city/hwy/comb) 17/23/19

    3.5 TT V6 : 2WD : (MPG city/hwy/comb) 18/25/21


    3.3L NA V6 : 4×4 : (MPG city/hwy/comb) 18/23/20

    2.7L TT V6 : 4×4 : (MPG city/hwy/comb) 19/24/21

    5.0L NA V8 : 4×4 : (MPG city/hwy/comb) 16/22/18

    3.5 TT V6 : 4×4 : (MPG city/hwy/comb) 17/23/19

    Ford can also say that their half-ton trucks are the most powerful, when you consider the Ford Raptor and its 450 hp and 510 lb-ft of torque from the high-output 3.5L twin-turbo V6. The “regular” 3.5L EcoBoost is rated at 375 hp and 470 lb-ft of torque.

    We will be driving these truck this week, so please stay tuned for many more videos and information coming up very soon.


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

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    279 thoughts on “2018 Ford F150 Claims Big Numbers: 13,200 Lbs of Max Towing, More Payload, and More MPGs (Specs)

      1. Daniel – – –

        Yeah, Holy Smokes!
        But back in the prehistoric era of the 1970’s, I think I remember a little rule-o-thumb:

        THOU SHALT NOT TOW ANYTHING THAT IS MORE THAN 2 TIMES (2X) THE WEIGHT OF THE VEHICLE!
        (regardless of the tow-capacity rating).

        It had to do with vehicle control under strenuous conditions, like non-casual braking, cornering, wind-induced swaying, potential for jack-knifing, etc.

        Mr Truck: Do you remember anything like that?
        Does this still apply? Maybe more modern trucks can handle things better and the ratio is higher than that now.

        But If 2X is still true, one might ask if the new F-150 weighs at least 6,500 lbs or not!

        ====================

        1. It doesn’t weigh nearly that much. It is still wise to heed that recommendation, but the type of trailer and the conditions matter, too. If we’re talking about a 13k boat/trailer, then its probably OK. Same goes for a modest sized 5th wheel. A big tandem axle enclosed trailer right up to that limit? Not the best.

        1. What is dangerous about towing 30,000 with a truck rated to tow 30,000?

          How is it different from towing 3500 in a jeep rated to tow 3500?

          How is it different from putting four football linebackers in a midsize car that certainly doesn’t have the proper payload…

          1. Agreed. Manufacturers will not assign an arbitrary tow rating that is likely to cause an accident, resulting in injury or death. The lawsuit door would be wide-open. So if Ford says an F-150 can tow 13,000lbs, then I believe it will do so safely. My concern would only be in the rear suspension, anyway. Modern half ton trucks have robust frames, engines, and transmissions.

            1. Agreed Troverman, but brakes top my list of concerns. Which were I live, I see plenty of idiots that think they’re on the Autobahn while towing a trailer.

            2. Troverman – – –

              13K lbs from a half-ton?
              That’s only 3K lbs. short of my Ram 2500 lbs!
              But “Mitch” below hit the key: I can REALLY stop fast; turn sharply and safely; and omit side-sway from crosswinds with the heavy (7200 lbs) 3/4 ton.
              Not sure about ANY 1/2 ton doing the same things prolerly , — while towing (trying to tow?) 13K lbs…

              ==================

            3. Zombiera, kind of like fiat cheating diesel emissions? Didn’t you say it wasn’t their fault?

            4. Even EPA doesn’t say , that it was cheating. Where did you get that ?
              Do you have any trial outcome ? Post the link loser.

            5. Look it up. EPA clearly states it was cheating. EPA clearly stopped production of the ecodiesel until fiat cleaned it up. There is a whole report from the EPA that describes in detail each of the 8 cheating programs. For example, turning off the EGR for no reason at Hwy speeds. Turning off the EGR while accelerating for no reason. Emissions are turned off via a timer. Very detailed, you should read it sometime.

            6. @Bernie K:

              When RAM announced they had a truck that could tow 30,000lbs, everyone said the same thing…how unsafe, tail wagging the dog, etc. In reality, if you have 15k attached to the back of your RAM, you cannot “turn fast.” Can your RAM stop faster? I really don’t know. Yes, the brakes are bigger on an HD truck…but the truck itself also weighs more. Here’s a thought: my 2017 F-350 dually can tow 27,300lbs (I opted for the taller 3.55 axle ratio). The truck weighs over 9,000lbs. That means it is towing a factor of 3 compared to its weight. The F-150 probably weighs 5k lbs (the model that can actually tow 13k lbs is probably a regular cab 2wD model). That means it is not even towing a factor of 3.

              The driver is going to need to be very responsible and prudent while towing this large load – that’s not Ford’s problem – but the truck can safely tow this amount if all the rules are adhered to.

            7. Rest assured that the midsize car is rated to carry that ~1000lb load just fine. GVW is almost always over 1000lb more than curb wt.

            8. Troverman – – –

              With regard to your post: August 10, 2017 at 5:10 am – – –

              T: ” The driver is going to need to be very responsible and prudent while towing this large load – that’s not Ford’s problem – but the truck can safely tow this amount if all the rules are adhered to.”

              Yes. You are right. That (above) is the key thing. Good post.

              Perhaps nowadays with goose-necks, and weight-distribution hitches, and 5th-wheel attachments, and antilock brakes, and sway-control, and trailer brakes, — the ratio has gone up to be ~ 3X, — IF, I say IF, everything stays “reasonable”.

              BUT: there is still a problem. If you are forced into a situation when things get goofy, physics will still apply, and you do only have 4 small contact patches, — each measuring about 1 square foot — that must attempt to control a 13,000-lb. trailer coupled to a 5,200-lb. vehicle! Think about that: If your tires are even the slightest bit worn, — and not new — then that scenario is a recipe for disaster in emergency braking or turning!

              (Yes, I realize that your dually can take the “pressure” off this situation to some degree, but most of us don’t have dually’s; and Ford is not alleging that you need one to tow 13,000 lbs).

              =====================

            9. Bernie, what does a semi weigh dry? I bet the ratio is at least 3 to one, even more if its towing a pup!

          1. Have you read SAE J2807? I’ve got a copy sitting right here on my desktop.

            The “Combination Handling Requirements” are extremely weak and unrepresentative of real world conditions. It’s a flawed standard from a vehicle control perspective.

            1. Tom S
              Also a subjective Standard never heard of a standard that relies on real world testing. That has to be a first anywhere in the world

      1. I towed 10000 with a 2007 Gmc 4.3. I might have been down to 30mph in a 55 zone and it pushed me through an intersection at a stop sign but it made it. These trucks are better, trust me. I have the 2.7 now.

      2. Stan, so even though it’s a more capable truck than previous generations, because it still gets called a “half ton” (which doesn’t really mean anything), Ford shouldn’t be allowed to increase the ratings?

    1. None of the gas trucks should really be towing this much. Only the Chevy diesel and the Chevy baby diesel do a good automatic job of engine braking. Then RAM diesel has got quite good, and even Ford has just barely caught up with this in their diesel which used to be terrible.
      But the gas engines rely too much on the disk brakes, and it is not automatic.
      No way these trucks should be towing this kind of weight when you can’t stop it.
      Who cares the horsepower. The more the horsepower, the more the trouble you get the public into without the automatic engine braking built in and tuned right like the Chevy diesels.

      1. These trucks are rated to pull that weight which also includes braking. Also while I agree an engine brake is nice the transmissions are programmed to shift to help keep loads under control. And tour comment about Fords engine brake is ignorant. Since they upgraded the Powerstroke in 15 they’ve had excellent engine braking on par or surpassing the competition. Ask me how i know. You should get some real world experience with what your talking about instead of just reading about it

        1. Brewhahap,

          Exactly, 2015. That is recent compared to Chevy and RAM, who had it a very long time ago. And Ford was terrible before that. And very dangerous. That is not ignorant.

          You must be a Ford fan boy. Sorry to hurt your feelings with truth.

          1. I wouldn’t call it dangerous. Its called knowing your truck and its capabilities. Yes the engine brake is nice but as far as pickup trucks go its a fairly new feature and people have been towing things for years without one. And when engine brakes make it into the duramax and cummins….2011-2012? Im guessing here but bet im close and i wouldnt call that a “very” long time ago by any means. So your accessment of danger must be in relation to your own driving/towing skills.

            1. If I was one of the dangerous drivers, I wouldn’t be here. But some of the 40,000 people who die on the U.S. roads each year can’t speak for themselves. Maybe some of the ones that didn’t die, but just got maimed can write in for us and let you know about the dangerous nature of slowing down that big of a load with that small of a truck.

              Your inaccurate estimate of the dates further reveals your sense of judgment on managing our roads and people who drive on them.

          2. Brent, you act like without an engine brake the truck cannot stop a load. For one thing, the engine brake only slows down a truck rather than actually stop it. Perhaps you are not well versed on truck brakes these days? They are massive- vented discs front and rear, twin piston calipers front and rear. The trailer will also have its own brakes, and the trailer brake controller will force the trailer to do its part in stopping the load. And, even without the turbo brake (which is really what they are)…the transmission and engine will still provide some resistance braking. Yes, diesels don’t have throttles…but starting in 2011 the Powerstroke does actually have an electronically controlled throttle plate.

            1. Xman, that is true but most trailer brake issues are due to owner negligence. Every year my trailer tires come off and if they have brakes the drums come off. Everything is inspected cleaned and adjusted. Plus a final test. I redo the wiring myself because the factory does a terrible job at wiring trailers. It all comes down to proper maintenance and inspection. If you do that you have an excellent chance at success.

          3. You probably drive a Honda Civic with a rattle can installed with zap straps, I have drive all 3 heavy duty trucks and the Ford handles with load the best, gm handles better without load, but trucks are made for load.

        2. Brewhaha,

          “engine brakes are nice”?????

          In a discussion about towing 13,000 lbs with a half ton.

          Do you even know what a 13,000 lb load does to the disk brakes of this half ton?

          Well tuned and automatic engine brakes should be REQUIRED for this.

          Oh, what am I saying, this truck has a 5 star rating from the government. That makes me “feel” good.

          1. Its called trailer brakes… i would recommend trying them out sometime. How many 3/4-1 ton trucks pre 2011 towed 13k plus without them? My god probably not that many because the technology wasnt built into the trucks. Think about what your saying a minute and how things got done before we had all this cushy technology to do it for us now

            1. Brewhaha,

              You tell me. How many pickups out there are using their trailer brakes correctly where it is tuned to stop the trailer safely?

              The percentage is not high, but you go ahead and put a percentage on it. Go ahead.

            2. Chris, how many people chose the cheap $20.00 brake pads and $30.00 rotors for their trucks? It really comes down to the individual taking responsibility and making sure their whole set up is right. Even the maint parts for their truck.

            3. Chris, say your comment ia correct…. that has no bearing in a truck or its rating. Stupid people do stupid things all the times. Someone doesn’t have to be towing 13k to be dangerous on the highway. Just like someone else pointed out referencing cheap parts, or wearing their pads down to the metal, running tires with chords showing etc etc. I can go on all day…. i see this shit everyday cause i fix them when they come in. But i also work on trucks where people take really good care of them and their trailers too. Your probably one of these liberals who want to ban everything because it MIGHT be dangerous in the wrong persons hands. Well do us all a favor and move to Canada

            4. Brewhaha, I’m sure the people of Canada does not want him there either. I would suggest a remote island with no population.

          2. Modern half ton brakes are very good. Besides, modern gas HD trucks are easily rated to tow 13k + lbs and they do not have an exhaust brake. I never had trouble stopping that kind of weight being towed behind my 2012 F-250 with a gas engine.

            1. Modern brakes on any light duty truck are still not all that good. Just go look at the independent tests with trailers and payload maxed out. Even the duallies struggle mightily.
              But especially on the half tons, they don’t have enough weight for grip, so even if the brakes were better, they still would not prevent many accidents.

        3. To tow that weight you would have to have properly functioning trailer brakes. Those trucks will not handle braking duties of their own weight and then an additional 2x’s that. Rating are based on properly configurated equipment being attached.

        1. Sparky21, to YOUR brain it doesn’t seem right. It absolutely does not. Lets all take note of the errors of judgment of some of the names here.

          1. I didn’t say anything about it being right, just commented, that to me, it seemed odd-not the same thing. I suppose with a throttle plate they develop a fair bit of drag pulling vacuum. I had forgotten, as Troverman pointed out, that it does not use a VGT (yet), so not really an option at this point.

        2. Sparky, they do not have an exhaust brake. Not sure if I have ever seen one on a gas turbo engine either. Would be a cool idea though.

        3. It does not. It would need variable geometry and the gas turbos are fixed. I’m not sure it would work anyway considering the gas engines are throttled and the diesels are not.

          1. If that was the limiting factor, a valve in the down pipe could be used instead of a VGT turbo. Our internationals used that since they are not VGT turbos. On decel, they could cut fuel just like a diesel but open the throttle plate. I don’t know what kind of engine limitations would be to use an exhaust brake on a gas engine other than that.

      2. Jake brakes on diesel pickups are a fairly new thing anyway. F250s and F350s were doing fine pulling more weight without the Jake brake before. You know they do have a thing called electric trailer brakes, right? So the trailer does its own share of stopping.

        1. Trailer brakes heat up and lose stopping effectiviness, especially down long grades-that’s why exhuast brakes are so great-they don’t have a probelm with heat buildup or fading.

      3. I have never relied on the tow vehicles brakes to stop anything but the tow vehicle. The trailer has its own set of brakes that work quite well.

    2. No. 1 Concern: Danger!

      No. 2 Concern: Truck falls apart prematurely.

      Ford really knows how to sell trucks. Get the owner to believe a half ton will last more than 50k after towing 13,000 pounds.

      1. You might think this way, but a lot of guys routinely use F-150 trucks to tow 10k trailers. We have a guy who works with our company supplying welding parts and tows a large enclosed trailer loaded between 8-10k. He pulled it for years with a 2009 F-150 5.4L V8; got 200k out of it and traded that tired old truck for a 2013 EcoBoost. He was completely sold on the turbos for how well it pulled. That truck went 200k as well…the transmission and one turbo failed…he just traded it for a 2017 F-150 EcoBoost.

        I generally agree for over 10k lbs, an HD truck is a better platform. But if you use the truck as a daily driver and business rig, and you take good care of it, a half-ton is a functional choice.

          1. If I got 200k out of a truck that was used to haul everyday and all it needed was one transmission and one turbo, I’d feel like it did pretty well. He ended up pre-emptively replacing both turbos when they did the one turbo.

            1. Exactly, I have a good friend that drives another brand of truck and he tows a 7K trailer for work. His trucks lasted just over 100K before he had excessive piston slap, and noisy rear diffs. He always used OEM filters and full syn oil. And he was ok with it. But he has a Diesel now.

          2. That is pretty good pulling that kind of a load consistently with that “light” a truck for that many miles. I’d be curious to know how often people are able to pull that off.

      2. My dads 03 f150 is rated for 6500 pounds and he has towed since day one sometimes even more than 10000pounds. You just gotta be careful. He’s got almost 300000 on it now

          1. What’s your license plate # Terry? Oh wait, you probably don’t own a truck and occasionally pull a lawn mower behind your car based SUV. Go back to youtube troll

            1. Brewhaha,

              I am not the one illegally endangering the children on the road.

              And I tow large horse trailers full of livestock as well as huge loads of tractors and other equipment and very large loads of crop products and well, just about everything over a long enough period of time.

              Do you ever get tired of being wrong? WE are all tired of you on TFL. And I have never even commented on Youtube. But it sounds like you have.

        1. I’m not saying it wouldn’t do it, but towing that much beyond the rated limit is not a good idea. Its not good for the truck or for the other folks on the road. For one thing, a 2003 F-150 doesn’t have that much power under the hood. 10k is an awful lot of weight. People throw towing numbers around here like candy. 5,000lbs is actually a lot of weight. Its more than most cars on the road weigh. People need to consider that carefully. Just because some trucks can tow 20 or even 30k lbs, it doesn’t make 5,000lbs any less.

      3. Danger really… 13k is a lot of weight, but this weight would and will be fine for these trucks if the the driver is smart. I would trust a smart driver pulling 15k pounds behind one of these trucks compared to an idiot pulling a Jetski.
        Don’t be an idiot and maintain the truck and it will last forever. Obviously these 13,200 pound ratings are for the occasional heavy tow. Pulling these weights all the time would make sense to move into a diesel, but once or twice a year especially would be fine.

      4. CBend, nonsense. Just nonsense. I’ve towed enough in my life to prove it’s nonsense. Also, a bricklayer buddy of mine has been towing 24 000 lbs with his truck which is only rated for 17 000. He’s been doing this since 2009, once a week.

          1. Well, you’re right. He’s breaking the law. He’s also 63 years old without a single accident in his life. Think about it.

          1. What do you mean by “guts?” My only concern towing heavy with a half-ton would be the rear suspension. They tend to be soft so they ride better. A set of $400 Ride-Rite air bags would solve that problem. Frames, engines, transmissions, brakes are all quite robust these days.

    3. For those making silly comments, there is such a thing as the J2807 standard. That means tow ratings are apples to apples across manufacturers.

      In the past, automakers could use any test they wanted to set ratings. Not so anymore.

      1. You beat me to it. Personally if i was gonna tow that weight consistently i would buy a 3/4-1 ton diesel but thats not really the point here. The way i take this is yeah its got a 13k rating, so that means it will tow my 8-10k load with more confidence than before. People sure like to get worked up over dumb things lol

      2. In truth, an automaker does not need to comply with those standards…it is a voluntary thing. They can still set whatever number they choose.

    4. True, the towing ratings are plenty high enough already. Can we please just get better trucks for our money? More reliable, more safe, longer lasting and less expensive?

        1. See what I mean? Since the Ford has a 5 star safety rating, it must be safe to hook 13,000 pounds to it and take off a runnin’. That’s the kind of mentality that makes our roads the way they are.

          1. What are our roads like? I don’t see many accidents involving pickups pulling large trailers. Don’t hear of many either. While I think using a 1/2 to pull 13,000#’s is absurb, I have not personally seen it to be a problem.

            1. If somebody claims something, you are supposed to just accept it and “see the problem.” They don’t need to substantiate the crap that comes out of their mouths, come on!

            2. Bill. Do you see that happening much? Have you seen any statistic that would indicate that this is real problem that we need to do something about? If it really is a problem then yes, let’s do something about it. I am not a big fan of creating laws and limiting freedoms because of someone’s unfounded fears and miseducation.

      1. At what point in history have vehicles been more reliable and safer?

        Exactly. Higher quality parts cost more.

        Bueno Bonito Barato, pick any two…

    5. Very excited for the 2018! Have hooked up around 13k loads on a 3.5 ecoboost first gen, they can pull it! For those of you squawking about being able to stop. Vast majority of trailers with this amount of weight will have brakes. I have never had an issue as long as I am in tow/haul mode that uses engine braking.

      1. TFL has video evidence how well those automatic engine brakes work on this truck and other gas engines over and over again. And they stink compared to the diesels. Remember that time they measured the temperature of a Ford’s brakes going down the mountain? They were glowing red as shown on the video at 1400 degrees!

        And this was WITH trailer brakes!

            1. You never answered the question when you brought it up zombiera aka Brent. What is Fords specs on brake temps? What compound do they use for the rotors and pads. You never answered that because you don’t have a clue.

            2. Yes. I am not a Brent and I don’t have a clue about brakes compound and I don’t care.
              I just know,that Ford brakes where hottest from all 3 in that particular test.

            3. Yes because they stopped the whole weight without trailer brakes. Noticed how they stopped and had no issue doing so Brent aka zombiera? Not bad for no trailer brake assist, eh?

          1. Jimmy Johns,

            They absolutely were 1400 degrees and glowing red. 400 degrees don’t glow red. And it was the Ford. And it WAS with trailer brakes.

            TFL will confirm.

            Jimmy Johns, if I am right, will you never comment on the site?

            1. Brent, TFL’s test was hardly conclusive of anything. They have a certain test method of using brake touches and letting things work on their own. Perhaps the Chevy and RAM are programmed to work better this way. It has nothing to do with how effective an exhaust brake is or how good the disc brakes are. I tow with a Ford Super Duty every day. I had two 2016 diesels with the push-button exhaust brake. As I crested the top of the hill, I would typically use Ford’s SelectShift function to start manually locking out top gears. Exhaust brakes only work with RPMs and that means gearing down. Once I dropped down a gear or two and the RPM’s came up…the Ford exhaust brake worked very well. Since Ford includes a turbo boost gauge standard (GM does not offer one), you could see the turbo spool up in response to the braking power it was providing. Now, for 2017 Ford finally has an Auto mode and a “Full on” mode. Both work fairly well. Auto has too much a threshold of allowing a speed gain before automatically downshifting to raise RPM and make the exhaust brake effective. Full-on requires several braking attempts with Tow Haul engaged to get the automatic downshift, or use the SelectShift function. I think you are a bit misguided on your thoughts of whose brake system works best. You just have to understand how to use it effectively.

            2. Brent aka zombiera, what are the specs for Ford and their temps. Why did you NOT mention that the trailer brakes were cold and Kent even said the gain was not set high enough and the truck stopped ALL of the weight? Why did you leave that part out?

            3. Well it is great that when you continue to write you are speaking out of your butt hole. Don’t know specs, don’t know materials but you do know it stopped the truck safely and you now could care less about specs. Is that because it doesn’t serve your purpose zombiera aka brent?

            4. Your right by stopping a loaded trailer with no trailer assist in braking. Great brakes on the Ford eh?

            5. The trailer assist was connected. So it wasn’t without trailer assist. Where did you get that?
              Maybe it was defective. Nothing unusual for Ford.

            6. Excellent point zombiera. That F150 was able to effectively stop that heavy trailer with a defective trailer brake controller. Goes to show you how well Ford engineered the truck brakes on the F150!

            7. Yes ,that’s excellent ford engineering.
              Broken brake controller on day one, broken fan, radiator, belt and hoses on day one. Hey!, they stop that one safely as well. What an achievement .

            8. Yup, YOU say broken brake controller. Kent said it was not adjusted right. In the end, the Ford stopped the load safely. A ram would still be trying to stop.

            1. And the Ford stopped the trailer without trailer brake assist. Pretty good brakes if you ask me. Right zombiera aka Brent?

            2. Jimmy their trailer brake assist was hooked up.
              Maybe it was defective. Nothing unusual. It’s a Ford.

            3. Learn to listen. Actually you need to turn up your hearing aid. Kent said he should have increased the trailer gain.

            4. Maybe he could, maybe he couldn’t , because of defective. We will never know and I don’t care.

            5. Great point zombiera! That F150 was able to effectively stop that heavy trailer with a defective trailer brake controller. Goes to show you how well Ford engineered the truck brakes on the F150!

            6. Nope. Perfectly safe. Since you think the brake controller was broken that F150 sure did stop the load really well. Good thing it was not a Ram. They would still be trying to stop it.

          1. No, not that one. Although that one did not look good. But an earlier one with a 3/4 ton Ford and a much bigger load.

        1. Remember also the more recent video on TFL with the RAM 3/4 ton and the dangerous sway of the big trailer?

          That was with four good and knowledgeable truck guys rigging the load and all the gadgets working.

          Towing is dangerous, and we should not tow anywhere near the ratings.

          1. Terry, why are you so pessimistic about towing? Have you had a bad experience? I respect your views, but as someone who tows heavy loads several times a week, I don’t agree.

            The capability of the trucks continually improves, even the so-called half tons. You cannot use past history to determine current capability.

            For any kind of safe towing, it is imperative the driver properly loads the trailer and makes sure the load is completely secure. It is also critical that the tow driver is responsible and has some towing experience. Basic rules of towing mean driving slower, leaving considerable extra room to slow down and accelerate, swinging wide if necessary on turns, and being very careful of lane changes. Having proper length towing mirrors and watching them frequently is key.

            So far, the heaviest load I’ve moved with my 2017 Ford F-350 dually is about 22,000lbs. The truck had to climb a steep grade and then descend into a valley. The load was properly balanced and secured; trailer brakes were working properly and brake gain was properly set. All trailer lighting was checked and working. (New Ford Super Duty can actually tell you if you have a trailer light out, and which one it is). The truck performed perfectly at this task – plenty of power to maintain a safe speed up the hill, and more than adequate braking power to come down the hill.

    6. No way is that safe. Towing more than 10,000 with a half ton is dangerous and they’re squirrelly even at that figure. Ford is really introducing a pretty significant road hazard by letting the marketing department push them to claiming this number. This is akin to tobacco ads that used to say “cigarettes are good for your health!”

        1. How can you say that? You are commenting on a site that has proven it over and over again.

          And many other sites have shown how long it takes to stop with these weights.

          Not too mention when the trailer brakes don’t function correctly, which happens ALL THE TIME if you have any experience on the road out there.

          Oh, its Daniel. I get it now.

          1. Well i don’t care what your pulling the trailer with, if your towing ANYTHING 10k and over you better make sure your trailer brakes are working correctly. It doesn’t matter what brand of truck or what the rating is if your trailer is in poor/dangerous shape. That being said if they are working correctly rurn of the gain on your controller and let them slow a lot of the weight going down the hill

            1. In many states, trailers over 10,000 GVW require a safety inspection…which would include brakes. Trailer brakes are required in many states, if not all, on road trailer with a GVWR of more than 3,000 GVWR.

          2. Seems to me this site has often towed very close to the GVWR. I can’t recall them ever “proving” (or really even commenting) that it is dangerous.
            If the brakes don’t work, whether it be on the trailer or the truck, there is going to be a problem-that does not mean that towing within the manufactures tow rating is unsafe.
            The manufactures rating basically is stating that the truck is capable of pulling and controlling that weight when everything is setup properly. They will honor the trucks warranty when used within the parameters they have set. All bets are off if the trailer is not appropriately configured (trailer brakes obviously) and setup with the appropriate hitches, trailer weight balance, etc. They are also not stating that the truck will not wear out much more quickly towing those kinds of loads with that small a truck and engine.

            1. That is exactly right! TFL does an excellent job of maxing out trucks and they never say any truck is not secure feeling. They also set up each truck correctly. Unlike the keyboard cowboys here that only tow by watching YouTube.

            2. Jimmy Johns and some others,

              I know you will never change, you just keep getting worse, it seems.

              But if you open your eyes, and have half a brain, you will remember all the dangerous moments in TFL towing tests.

              But I know you won’t.

          3. If the trailer brakes aren’t functioning correctly, that would be the responsibility of the driver to correct before towing. No different than if the towing vehicle’s brake aren’t working properly.

            1. Exactly! No different than a semi truck without functioning trailer brakes. You really think that tractor will stop 80K just on its own brakes?

        2. Prove what? Prove that it’s unsafe to tow 13,000#s with a half-ton? That’s self-evident if you have experience towing. Next you’ll ask me to prove that the sky is blue.

          1. Sure prove it. Or are you going to tell me it’s self-evident if I had any experience looking up…

            “Because i say so” proves nothing

          2. No I must admit I have never towed 13,000 lbs from a 2018 F-150. But hats off to you if you have. I guess since it’s labeled “half-ton,” that means it’s no more capable than any previous generation “half-ton.”

          3. If a reputable manufacturer certifies a vehicle can tow a certain amount, you can bet it will be capable of doing so. Do you think Ford motor doesn’t perform any tow testing? They have fleets of trailers for this purpose. They even have trailers designed to induce sway. They also test their trucks pulling even more weight than they certify the truck for, because they know some knuckleheads will do just that. GM and FCA do the same thing.

    7. It’s a shame that the Raptor drivetrain isn’t available in the Platinum or Limited trims as an option considering they are even more expensive…

    8. Not only are those tow ratings ridiculous, nobody who drives an “ecoboost” believes those MPG ratings. Maybe the 5.0 could be right after its newly revised injection.

    9. People need to keep in mind that there no universal right answer here and that people need to use common sense and be honest about how they are going to tow! Hooking up a 13,000 lbs trailer a few times a year to tower your boat from the house to the marina is completely different than putting 10,000 miles a year on the truck driving cross country with an RV! Not the same and probably requires a different truck.

    10. I suspect that this vehicle might be capable of pulling 13,000# safely. These weights were determined using SAE J2807 as was mentioned earlier, so there is only so much sway (pun intended) that the marketing department can have.

      Looking at the configurator, they can be equipped with C load rating and even E load rating tires. Also, 1/2 ton trucks have traditionally had very low GCVWRs, but those are now J2807 rated as high as 17,100# for the diesel, 18,400# for the 4×4 3.5TT and even 18,600# for the 4×2 3.5TT. Wait for someone to officially test one with a trailer that heavy if you are skeptical, but I am not dismissing their capability simply because the are “1/2 ton” trucks.

      1. Good comment, Buckwheat. I think you are exactly correct. People are getting too focused on the term “half ton” or the number on the fender badge. The facts are that underneath these trucks are enormously strong frames, engines, transmissions, brakes, and suspensions. I’m certain that some “half-tons” of today are more capable tow vehicles than 3/4 tons of the past.

        1. Troverman, completely agree. My Father had a 2000 Excursion (3/4 ton) we used to pull a 30′ Camper with. Fully Loaded we were near the GCVWR with the V10 motor. We pulled it to Wyoming and back one summer and it did well, but I remember he was always conservative on the downhill grades because that had always been the rule of thumb and I remember some brake fade and that hot brake smell at a couple points… I now have a 2014 F150 Coyote V8 with integrated tow package and am towing the same size camper of my own that’s also near the recommended GCVWR. I can tell all of you I feel much safer with my truck now as the engine brake works unbelievably well and the built in sway control makes a noticeable difference. We just towed 1200 miles to Virginia Beach and back up and down 5% and 7% grades through Appalachia and I was elated at how well it performed and how safe me, my wife and kids felt, more importantly. Maybe it’s time for the terms 1/2 ton & 3/4 ton to be revised to a new definition that better matches the new capabilities we are seeing with these trucks.

    11. Boston Mike,

      Sure Mike, but please let us know when you hook up that 13,000 lb boat up to your f-150 by a public announcement. And please do it at like 3 a.m. when the children are at home and in bed.

    12. I like the new F-150 but 13,000 lbs behind a 4,700 lb. truck? I don’t think I would do that unless its just across town like the above person said. My Grandpa used to pull a 5K boat with his Ford Taurus across town, worst part is he would back it down the boat ramp and not even set the E Brake.

    13. This is great Ford marketing. No one would buy a 3/4 ton or 1 ton truck with V6 ecoboost .
      Ford sticks V6 in to the 3/4 ton and calls it F150.
      Some Ford customers are dumb.

          1. I like where you are heading with this zombiera. I believe you are correct. Ford has engineered their F150 to be as strong as a 3/4 ton truck. Talk about a win for Ford customers. 1/2 ton price tag and 3/4 ton performance and capability. Excellent point!

            1. 1/2 ton price tag ?
              I could buy a 1 ton with Cummins for this
              price 3 years ago.
              This is nothing else, just stripped down 1 ton ford version with cheap V6 in it.

      1. This is true, but these max tow ratings are only possible with max tow packages. For those who plan on towing less, softer suspension options are available.

    14. Other than the EPA MPG #s, this is old news. Was out with the order guide mid May. (almost 3 months ago) Payload numbers were there (Reg cab 4×2/Down to 2,640 with 4wd SCrew), Tow limit of 13,200 was there. Fairness in conversation I guess most don’t seek out the order guide.

    15. I think most on here commenting just got a BAD case of jealousy because Ford really upted the game!

      I’m sure the highest rated truck is not going to be across the board and only available in a certain pkg. It probably includes different E rated tires, springs, and special gear ratios as well?

      Who knows they could even have some new technology with dynamic braking or something to help with engine grade braking?

      All said and done it looks to be a very impressive half ton truck with engine options to make everyone happy 😊!

      That’s the bottom line!!!

      1. You are correct. But my money is they are keyboard fanboys that watch YouTube videos and don’t actually drive. Let alone tow.

      2. Like I said, it’s not a half ton truck. It has just an engine from it.
        Ford is milking ecoboost anyway possible, before they copy RAM and get a half ton diesel working.

        1. But their half ton diesel can’t even tow what any Ford or GM trucks can tow. It matches up pretty good with base engines and half ton trucks though.

            1. So how does your comment apply then? You said Ford will copy fiat and have a 1/2 ton diesel. But fiats half ton diesel after it has been on hold for emissions cheating can only tow a 2 place jetski trailer with 1 ski on the trailer. Don’t think Ford will do that.

    16. Stronger rear end and frame with 3.5L EB. Lets keep in mind 99.9% of time you hit max rear GAWR before you can tow anything close to max on any half ton. Unless you have a boat with no pin weight.

      1. Again, I think this is evolving. An F-150 has a 4800# GAWR on the rear axle, and carries something like 2050# empty on the rear axle. Add 200# for your hitch/weight distributing hardware, and maybe 400# worth of passengers distributed to the rear axle, and it still leaves over 2000# for tongue weight.

        1. 40,000 people die on our roads each year.

          But there is no problem.

          I don’t see any problems.

          Ford and Chevy doesn’t see any problems.

          Many of you don’t see any problems.

          Please, put the alcohol down.

          And your minds will clear up.

          1. And of those 40,000 how many were related to towing and how many were related to cell phones.

            Of those related to towing, how many were actually loaded beyond the rating.

            I don’t think you are going to find much to get excited about

            1. “Over the last 25 years or so, almost a half million people have been injured across the U.S. in towing-related collisions. In that same period of time, statistics show that more than 700,000 tow vehicles, as well as campers, boats and other kinds of trailers, have been totaled as a result of a traffic-related towing crash.”

            2. I know for a fact that out of those 40,000 thousand people dead each year, that:

              50 percent of them are alcohol related (20,000 people dead).

              And by your own submissions, many of you here commenting here have been compromised by alcohol.

            3. 20,000 injuries when one of the vehicles involved was towing. How many injuries per year not towing related?

              Separate out commercial vehicles

              Separate out the incidents where the tow vehicle was not at fault

              Separate out the incidents where the towing was not above the rating

              ……

              Yeah, that’s what I thought

            4. That 500 injuries are only consumers, not commercial accidents.

              I can state with certainty that I fully believe in the evil nature of the Daniel that comments her on TFL.

              I see an attitude that opposes concern for good and compassion and for the diminishing of misery in our neighborhoods.

              Truth almost always evades him.

              And yes, that is a personal judgment. But only out of concern for others’ welfare.

            5. Mailor08 – You seem to be pressing the point that Ford is responsible for 40,000 deaths per year 700,000 accidents per year because they rated their new F150 for up to 13,000 lbs.

              If that’s not it, then what is your point?

              Are you saying no one should be allowed to tow because some people get into accidents?

              Really, do explain…

            6. Mailor-how many of those accidents are BECASUE of towing? To further refine, how many are due to the load being towed being to great?
              There will always be dangers on the highway and there will always be people making mistakes and outright doing stupid things. If properly towing up to the manufactures rating is really increasing that rate of accidents then yes, something ought to be done. It would be great to see some evidence of this-I haven’t yet.

          2. Everything has a risk, Gary. The vast majority of road deaths have nothing to do with towing. If a driver chooses to tow beyond a vehicle’s rated towing capacity, or tows with a towing vehicle or trailer which is not in good mechanical shape, or tows in a reckless and irresponsible manner…than any resulting accident is on him/her and not the manufacturer of the towing equipment. I think you’ll find the number of actual deaths resulting from accidents that occurred while towing responsibly, within legal limits, and with good equipment…is negligible.

    17. My my f-150 will tow 13000+ and you guys dam near have a cow! F-150 went over 12000 here few years ago and didn’t hear one word from you all that we are going to have all kinds of traffic deafs that was going to happen? Guess what? I don’t recall any traffic deafs of any F-150 with trls over 12000 lbs. So stop and think before you spill such nonsense!

      Now my thoughts 13000+ is quite impressive. Seems to me that engine is pretty Stout to tow that much.

      Not a lot of comments about mpgs. Comparing 2.7 eb mpg and knowing what ecodsl does mpg. why spend 3 to 4000$ option on a dsl? When the dsl just isn’t a whole lot better. I’d imagine that towing specs. Will be close to ecodsl for 2018.
      I do notice tfl didn’t put a comparison chart for the 2017 to the 2018 mpg Ford’s.

      I wonder if the 5.0 will go over 13000 towing?

      Keep in mind that max towing is probably with 2wd. Ford didn’t disclose that info.

      1. Unless the 10 speed adds 4 mpg to real world averages, the 2.7 is not going to average over 22.5.
        2015-2017 2.7 ecoboost avg 18.33 mpg (388 vehicles)
        2014-2016 3.0 ecodiesel avg 22.5 mpg (745 vehicles)
        Souce = Fuelly
        Dsl will always have a place for those that tow a lot. A guy on the ecodiesel forum has 350,000 miles on his (tows travel trailers for a living) and just encountered his first significant repair. Granted he’s tuned it. Looking forward to Fords 1/2 diesel debut.

        1. Rustydodge yes they tow great but you pay for that up front cost that takes awhile to overcome. That is what you are missing in my blog.

          1. Very true. The consumer needs to run the numbers. Durability is also important. Would it make more financial sense to buy 1 truck with a 4k option and get 350,000 miles towing out of it, or 2 trucks with gas engines and get to 175,000? I think the list of high mileage gas motors that have spent a lot of time towing is much shorter than high mileage diesels across all manufacturers.

          2. Rustydodge do you tow every time that you get in your truck? I bet not. I bought a v-10 ford for towing , but I don’t tow everytime that I get in it. That is the point I’m making here. So why buy a dsl when you tow just a little bit? It is waste of money just for that purpose. Yes dsl is supposed to get lots of miles , but with today’s dsl I don’t think it is true any more and with gas engines that getting built today are going as long as a dsl of today with near as much trouble.

            1. Me personally – no. I d have larger and heavier than stock tires, which will effect diesel mpg less than a gas motor. Tires are a common upgrade for truck owners as stock tires are junk. And some people do tow for a living, which makes the upfront cost of a diesel make sense, which was my original point.

        2. There’s several guys that have screw 4×4 current 2.7 eb with the 6 SPD auto that get over 24 mpg freeway. I know you’re talking average, but if you only drive freeways all the time, your average will be higher. The ecodiesel does put out impressive mpg, but it’s a pricey option. Most people that order them won’t get their money with out of that engine. Diesels also have more expensive fuel costs, and maintenance costs are higher than gas motors.I suspect the ford diesel will be no different in that regard.

          1. There are ecodiesel owners in the 30 mpg+ club after freeway trips. Diesel doesn’t pencil out for most folks, but it does for some.

        3. I agree, RustyDodge. I think the EcoDiesel will remain the mpg champ with the possible exception of whatever the diesel Ford is. Yes, the EcoDiesel is slow compared to the gas-powered half tons are in particular to the 2.7L EcoBoost…but it will always turn in the best mpg numbers. 350,000 miles is great! I’m a bit skeptical of diesel engines with timing chains like the ED has, but congrats to FCA for making a long-lived smaller diesel.

      2. There are not many comments about MPGs because all the Ford drunkards here know they have absolutely no chance convincing anyone that you can get those numbers on the ecoboost motors.
        There is a theme here, Ford’s marketing department sure has a honesty problem. not that the others are hugely better.

        1. Then explain Dan why gm didn’t increase there mpg with the 10 spd in the full frame suv and ford did with the F-150?

    18. These are impressive numbers, but what most people don’t realize is the options required to get an F150 that is rated to tow that amount. It’s essentially a heavy 1/2 ton which is fine and dandy until John Doe gets a standard equipped crew cab XLT 4×4 without the max tow package and suspension package and thinks “hey it can tow 13000 pounds I saw it on the TV commercial”. So they hook up a big camper, load it down, and fly down the interstate at 75.

      1. Kind of like the ram commercials that say max towing 31200 and they show a fully loaded 4 door ram when in fact only the shortest (shorter than a max tow F150) single cab 4×2 stripped ram is rated for that. Everyone has their commercials. It is up to the end user to educate himself to make sure what he buys is what he needs.

        1. Exactly like that. Every manufacturer is guilty of it to some extent. I do think particularly the f150 marketing is the worst. Although didn’t the outdated Ram 3500 when the gold hitch award vs the newer GM and Ford?

          1. It did and no one knows why. It wasn’t the fastest up the hill and it had the worst ride of all the trucks. The dyno charts were never released to show the real torque output plus the pull was after peak torque occurred on all diesels.

      2. Ford publishes a “towing guide” both in print and online which lists the tow ratings for all of their vehicles. A dealer will happily hand you one of these. The max payload sticker is printed in bright yellow on the B-pillar of all new trucks. The axle GAWR is published on a white sticker right next to the payload sticker, along with the truck’s overall GVWR. Between the tow guide and the stickers, you have all the info you would ever need to tow safely. It is not any manufacturer’s fault if someone tows too much because of ignorance…no different than if someone drives an automobile without knowing how to do so. (Of course, all the liberals think they can solve that problem by legislating steering wheels and pedals no longer belong in cars…see the self-driving / EV movement).

        1. Comparing the towing guides 2017 Ram 1500 to 2017 F150. Ram includes 300 lbs for passengers and optional equipment weight if it is over 33% of sales volume. F150 is 150 lb passenger and BASE equipment weight only (they don’t even count upgraded transmission weights). There is still some wiggle room in the J2807 standard for 1/2 tons. Also, braking requirement is 20 mph under 80 ft. I think braking requirements should be more substantial. I do agree with your point on consumer responsibility.

        2. I believe Ford has the best set of published specs for load and towing. They make it very easy to find, read and determine based on your style of truck and axle ratios.

          1. I would agree. Tried to look up GM stuff and it was laughable. I do like that on Ram’s site you can enter your vin and it will give you your ratings. But for Ram all you have to know is gear ratio and heavier options basically, so its pretty straight forward.

    19. I agree with the comments about the TV commercial…I have a coworker who thought his Ram 1500 could tow 11,000#. Insisted on it actually, until I gave him official documents from Mopar that said 8500#.

      For the F150, tow rating have not been announced, but GCVWRs show up the the 2018 owner’s manuals which are floating around. Based on that, the 2.7L maxes out at 14,300#, while the 5.0L maxes out at 16,900#. The 3.0L is rated to 17,100#. While GCVWR does not always correlate directly to tow rating, it’s probably reasonable to assume that the heavier diesel will be rated to tow roughly the same as the 5.0L and about 1500# less than the 3.5TT.

    20. Not one of guys ever mention ,how the actual number will be, after you subtract all the weight you will be carrying in the truck, from that number Ford tell you can pull! All ways remember the number of people ,that will be with you, the weight of the luggage ,the weight of the stuff you put in the travel trailer food and drinks ,the equipment you need to pull the Trailer with and now total all that weight and subtract it from that number Ford give you and that will be the weight your Ford will be able to pull safe! Oh and by the way the Ford truck Weight rating is for a F 150 single cab long bed .

      1. Louis,
        You’re not “subtracting” the weight from the towing number. Basically, on a given truck configuration (in this case regular cab long bed 2WD as you say) there is a given tow rating. Payload only physically limits tongue weight, even though it generally affects max tow rating because of typically heavy tongue weights on heavy trailers. So if this particular truck can tow 13,000lbs and has a payload of 2500lbs: typical bumper pull tongue weights are 10% of the total trailer weight. A 13k trailer would have about a 1300lb tongue weight. That still leaves 1200lbs for passengers are gear. Very do-able.

    21. This has been some interesting feedback. Do I think the Ford will tow what it says it will. Yes, I do. I think for the occasional tow if you had to chance it it would do it well enough but to me if you are going to regularly tow more than 10K (maybe even a little less) then the F250 or any other 250 of your choice should be on your short list.

      I think what is amazing (like it or not) is that Ford is pushing the truck market forward. The Ranger will have 3 Cab configurations (including a regular cab). The F-150 keeps getting better by the year and they sell like firesale hotcakes. They are taking huge risks and are continually coming out with significant updates so there is always something to talk about. We saw some growing pains with the first gen EB engines but I have never seen any market pushed forward like the fullsize truck market. This is truly the most competitive market going. I think Ford takes a ton of credit for that. I also think Ram has a few engine surprises up their sleeves. I am hopeful GM’s next launch is not another dud.

      Now, for all the arguing back and forth I just want to say that I think all you ladies have made some excellent points and you are all very, very pretty. 😉

    22. correct me if I’m wrong, but dosen’t this 13,200 pound towing capacity apply to a two door regular cab 2 wheel drive truck?, and not those very nice crewcab 4×4’s in the picture above, which are what most people probably buy.

    23. Probably; crew cabs with the 6.5′ short bed are rated about 500# less than the standard cab long bed, which has the highest capacity for 2017 at least.

    24. epa numbers are rubbish. my car is rated at 21/34/29, and i routinely average 31+, 2 year average of 29, and highest 3 times of 37

    25. See if Ford will supply some HP/Torque graphs on these updated engines. GM has a website showing theirs’. Would be nice to know outputs during highway driving rpm’s and get gearing accordingly. What’s the max tow with the 5.0?

    26. Can’t wait to see tfl test the new f150 on the ike. Maybe even do an ecoboost stress test. Let’s see how much weight it can pull up the ike at 60mph.

      1. Tfl will max it to 13200 lb, if you want more than that go get yourself an eb then tell us how it does. But what’s the point if it does more than what ford says?

        1. Curious if TFL decrease numbers based on Ford’s towing guide when taking altitude into consideration? GCWs and GVWs are to be reduced by 2% per 1,000 ft per Ford. Just wondering as I’ve never heard it mentioned in the videos.

    27. Towing capacity has really come up over the years, I have a 2004 f150 4×4 super cab, and I think max towing on it is only around 8000lbs or so.

      1. The box frames on the 2004 F-150’s were rugged, but the combo of 5.4L engine and 4-speed automatic simply couldn’t effectively move any more weight than that. In reality, I think it would be painful to try and tow 8k with that combination. As a third vehicle, we have a 2003 Excursion, a 2WD 5.4L / 4R100 and 3.73 axles. Despite being built on the F-250 platform, it can only tow 6800lbs, and it struggles to move that much load up any significant hills.

    28. Some of y’all could find a pimple on Miss America. Competition drives competition and the consumer wins. Even if Ford is not your flavor, your brand will get better because their competition got better.

    29. Does the new 1/2 trucks all meet or exceed the SAE J2807 standard or recommendations like the Toyota Tundra has since 2007?

    30. So interesting comments in this section. Some are outright hilarious and is just so uneducated.

      One that always baffles me is the worry about braking…..
      If you are towing correctly with a weight distribution hitch which is required by all manufactures on 1/2 tons once you hit a certain weight. A 1/2 ton will stop equal trailer quicker/shorter distance then 3/4 ton or 1 ton… Why cause you are stopping well over a ton less weight. That is why all the 1/2 tons in test with payload stops quicker then heavier HD trucks with the same payload. A lighter trucks has to stop alot less weight.

      You be interesting for TFL truck start a braking test of all trucks… Say on a closed course hook a 10k trailer to 1/2 ton and greater trucks and don’t hook up the trailer connections to eliminate the trailer brakes. Then get up to 60 mph and jam on the brakes and what the stopping distance is. A 1/2 ton ford rated high in towing will stop a trailer with 10k with no trailer brakes hooked and on a weight dist hitch then any 3/4-1 ton stopping the same trailer…. Why cause the 1/2 ton ford is prolly stopping 3ooo lbs less then the bigger trucks….

      Same reason a Sports car will stop quicker then a pickup…. Its stopping less weight.

      A fully loaded semi at 80k lbs takes around 2 football field lengths to stop. 1/2 ton f150 with 13k trailer will stop well under that distance that it takes a semi to stop.

      1. Its so funny to know that they have already done these breaking tests and you are ignorant of them. and it is not pretty. Nasty results, and very dangerous. That is why gas trucks need automatic engine brakes, and they don’t need marketing departments jacking up tow ratings to 13,000 lbs until they get the automatic engine brakes. And we don’t need any more smug commenters nay saying this safety requirement.

        1. putc has done test with payload and all the 1/2 ton stop way quicker then xd and hd trucks with payload. 1/2 tons stop quicker with 1500 lbs payload then a 3/4 ton or 1 ton does with no payload running empty…

          semi’s have bigger brakes and more heavy duty brakes then any pickup but have very long stopping distances when fully loaded and even bobtailing it they won’t stop as quick as a pickup.

          Why is that???? Cause it is stopping alot more weight and momentum. A 1/2 ton will stop equal weight in a shorter distance then a 3/4 or 1 ton cause they are 2k-3k lighter. Its at least a whole ton or more of momentum at 60 mph to stop more for a 1 ton vs a 1/2 ton.

          1. I swear, I think many of you actually drag knuckles when you walk. I have never had to say anything like that before.

            A HD pickup with a diesel or a Colorado with the diesel will stop much quicker than a half ton gas truck because it has engine brakes in tow mode, and it will do it automatically in conjunction with the disk brakes.

            So a half ton will not brake faster. What is wrong with you people!

            1. It’s been tested and proven time and time again. Put 1500lbs in a modern 1/2 ton and put 1500lbs in a modern HD and the 1/2 ton will have the shorter distance.

              Less weight and modern 1/2 tons have huge brakes now with 17″ wheels being the minimum size wheels.

              In repeated stops the exhaust brakes will help the HD brakes from fading and less use of service brakes on a long decent for sure.

              If both trucks were pulling 9000lbs with proper trailer brakes working and panic stop – 1/2 ton wins again!

              Around 3000lbs weight to stop trumps exhaust brake. Exhaust brakes need rpm and back pressure to work effectively!

              Panic stops get no time for rpm’s to come up!!!

            2. putc has tested 60-0 and the 1/2 tons consistently brake in a shorter distance with payload then a HD brakes empty. HD are stopping several extra thousand pounds.

              Also diesel engine brakes add no braking when you are on the peddle hard… why cause your abs should be hammer on and off as your brakes attempt to slow down. If your abs is going off that means your wheels are sliding do to the disk brakes locking up the wheels so an engine brake isn’t going to magically add extra braking power when the brakes and computer can easily lock the wheel up on an emergency stop.

              If you can get your abs to lock the wheels the only thing that will improve your stopping distance is better/stickier tires or not trying to stop as much weight.

            3. Jake, the exhaust brakes some diesel trucks have don’t “stop” the vehicle. They help hold it back when coming down a long hill. They will slow it to a certain speed and no more. Will it help keep your disc brakes cooler coming down a hill? Of course! Will it make the truck stop any quicker in a panic stop? Absolutely not!

        2. Jake – are you going to engineer this “gas automatic engine brake”? Because you are demanding this fictional technology be mandatory…

      2. I know right? Good point about the braking!

        Reading most of these comments gets to the point where it almost makes one extremely angry!

        It seems we’ve got a bunch of underachievers and over complainers with nothing better to do than be negative on here?

        Here we got a new 2018 Truck release that in only 4 model years out from a complete redesign has again completely leap frogged the highest bar they have already held above the competition!

        There going to have first in class mpg, first in class payload, first in class towing, and they’ve got almost double more engine choices in 1/2 ton’s than anyone else!

        Yet instead of being excited and going wow can’t wait to hear more and an actual review from the media on how it all drives,feels, and works we get about 75% of the commentators as complainers!

        Oh it’s too much weight, oh it’s too much to tow, oh it’s too unbelievable to get that many mpg’s, oh it’s too much weight to stop?

        WTF??? I just don’t get it?

        I guess it really shows how much Ford is leaping forward why their competition is going backwards. It also shows how jealousy overrides ones brain when your too brand loyal!

        This could of been Toyota, Ram, GM or anyone and we should all be just as excited. I know the complainers would be ecstatic if their almighty brand was releasing something like Ford is!

        Most of us believe that innovation and competition makes all the products better, but I am starting to have my doubts now as Ford keeps pulling farther and farther ahead?

        I swear the guys at Ram, GM, Toyota, Nissan must have heard this news today and all decided to shelve their new planned models and go back to the drawing board?

        I really am shocked at the majority of comments on this thread!

        1. Its crazy… HD’s weigh 7500 + lbs and are rated to pull and handle just fine 3 to 4 times there weight…. Many are prolly fine with a 3500 Chevy duramax pulling its max rating of what 23000 lbs or so which is pretty much 3 times it weight Many are prolly fine with a ford or ram pulling 4 times their own curb weights but lose their marbles over a 1/2 ton pull just slightly over 2.5 times it own curb weight.

          Truely comical!!!!

        2. Drifter, if it was their favorite brand in the the title they would be spent all over their keyboard reading the specs. But since it is not, they have to complain. My bet the weight is max as a 5th wheel hitch. That is probably the safest and most secure way of towing. The big 2 and fiat do spend time and money on making sure their rated specs are safe. They also count on the end user to make sure their setup is safe. There is no way engineers can predict the stupid that will go on out there and try to adapt for it. But in the end, if you want to tow heavy, you can with a 1/2 ton truck. GM had the max tow numbers for a while at 12,500lbs. I believe that is correct. I don’t remember seeing anyone complaining about that. Personally I would rather use a 3/4 ton to tow that much but after towing with a F150 that much weight, it could change my mind. Maybe it does an excellent job at towing and controlling the load. The thing is, no one here knows how it actually handles that kind of load.

      3. People driving Semi’s require a special training and a special licence requirement. Paris Hilton can get into the FordEB, ask a friend to hook her up and drive, while texting after a few drinks while feeding her dog doing 75 mph on the interstate and applying some lipstick in the rear view mirror. But you will be safe because Ford said so.

        1. Serious question – Do you ever shut up? You have major case of attention deficit disorder.

          No one pays attention to you in real life so you constatly run your mouth on the internet to get some kind of response.

    31. Fascinated how a realtively lightweight vehicle can tow 13,000lbs? Even the convertors here , who actually strengthen their conversions, only claim a little bit more than 8000lbs towing. Notice Ford has said that the F150 will need a heavier suspension and bracing if it is to carry 3,200lb

    32. I think this should be worded differently, the 13,200# is GCVW. the CC, 4wd, TTv6 weighs #4890. So without any occupants it is only allowed to actually tow #8310. So in reality add say #310 in occupants and #221 of fuel your only in the #8079 area of allowed towable weight. I see so many comments on here about how unsafe it is towing #13,200 with a half ton truck which isn’t true, the #13,200 is GCVW.

      1. No the 13,200lbs is the stated TOWING weight on select models. GCVW is also stated and its up there pretty good. I believe add the unlaiden vehicle weight to the tow weight.

      2. GCWR on these new trucks is as high as 18,000+ lbs on the model that can tow 13,000lbs. That leaves about 5k for the truck’s weight plus cargo, and that makes sense for a regular cab 2WD truck.

    33. I would like to see TFL test all the 2018 1/2 tons with a super ike test this year. Last year they were tested on the ike with only a 9,000 lb. Trailer and they all did fine making the run in close to 8 minutes. But what will happen, if say, you run the 2018 f150 with the 3.5 ecoboost at its stated max tow rating of 13,200 lbs. That is almost 50% more weight than last year! Then run the gm and ram and others at their stated max tow rating. This should desperate the truth from bluster!

    34. Does anyone have any info on release of the 2018 Super Duty changes, options & specs, if any? Not interested in a new color, or graphics. Wondering if a version of the 10 speed might be paired with the 6.7 diesel, or if the Trailer Tow Package-High Capacity option ( upgraded axle which increases GCW from 23,500# to 23,700#) might become standard in ’18? Learned that new orders for a ’17 will still be taken until Sept. with changes to orders ending around 9/22. So, the window to decide on a discounted ’17, or wait for an ’18 is getting smaller. If no major changes are coming, then why wait? Sorry to go off the topic of this F-150 discussion. I hoped maybe one of the Ford guys might know or have heard any rumors.

    35. Re: 13,200 LBS OF MAX TOWING – When going through the online configurator, why don’t the manufacturers have a button that says give me all your best towing options? Tow mirrors, trailer brakes, rear end, backup assist, locker/limited slip, etc. Why are they separate options. There should be a button for Max tow: gimme all your best. End of story.

    36. Awaiting the next weekly F150 or Raptor report TFL…. Hoping GM or Ram invite you out to test their latest so we can hear about something non-Ford related.

      1. The reason Ford is being talked about regularly is because they are the only one’s innovative and doing anything new or that’s ready to deliver!!!

        The other guys are still trying to play catch up to what Ford introduced 4-6yrs ago (ecoboost, aluminum body)

        1. That’s funny. Outside of tech, I think Ram offers the most useful, innovative options currently. Rambox, rear storage bins under floor, adjustable ride heights, leveling suspension, coil rear suspension, automatic grill shudders. You may not like them or think they are good, but they were “innovative”. Some of those options are from 2009 too. Turbo motors and aluminum body panels have been around a long time, they just brought them to big production.

    37. I wonder if Ford is being talked about so much because they are constantly pushing the market forward and coming out with significant updates? I’m not seeing much from GM or Ram but I suspect that will change soon enough.

      1. It was reported this week. They have been finding the body builders have been leaving unsealed holes in the back of the SUV interceptors allowing CO to enter the vehicle.

      2. CO (carbon monoxide) is a dangerous byproduct of combustion with an affinity for your red blood cells.

        CO2 (carbon dioxide) is what you just breathed out.

        Not trying to be smart but try to be accurate when being critical.

        1. Agreed. That was a fair criticism of Ford – no one is perfect. However, as we know they are currently innovating at a speed we have never before seen in the truck market no matter what brand someone pulls for. There is no denying what Ford is doing and I bought my last new Ford in 02. I am a Toyota truck guy and could only dream about Toyota pushing the market forward like Ford has.

          1. I agree Moondog but I just got my return email from Bollinger and if I get a service dealer up here in Ontario I am buying that truck over anything Ford has to offer and this is from some guys in a garage. They said it will be road worthy for the US and Canada and will eventually sell to other countries. They said there responses have been overwhelming. Early 2018 I can put a deposit and all the details will be available then. And its coming in a 4 door and converts to a convertible like a Jeep can. Awsome. Just the suspension alone makes that truck awsome but I love the simplicity, that will be refreshing.

            1. I would like to see it come to fruition but we all know it takes money to compete. Maybe they can have it or else it may go the way of the Tucker. .

            2. Tucker? I had o look that up. Very fitting for sure. So what dealer will partner with them. This will be the big key, to provide service. I know the EB is good and the tow ratings are up with the payload but the trucks still squat under load and they are virtually the same truck they were 10 years ago or longer. Its just a stagnated industry and someone has to change this. Its always a bit more hp or a bit more towing and a few small updates. Again I say where is quad steer, ride control, the entire country of Mexico is litered with small pick up options, our midsize class had more power to weight 25 years ago. I feel cheated, we should never of allowed the bailouts. Big mistake. We would have new innovations from new companies right now. I know GM has worked with Toyota and Ford, its like they are all in a big collusion together to do nothing. At least Workhorse and Tesla have money and will become successful. I think the government will protect backed by consumer acceptance. I think they are far enough along to show their advantages over the dead weights like Ford even. I know Ford has the best of the updates but they are really not innovative in that they are all new. Im excited about Workhorse and Bollinger and thats a refreshing feeling. I have no desire to buy an F150, I would be buying just because I have to settle, its not a feeling of old where I was excited to buy something. I am excited about the Bollinger truck, maybe even Workhorse but they wont respond to me. But I am worried they wont make it to fruition. But what a nice truck on the onset.

    38. I know this article’s headline is about a new, even higher max towing bar set in the half-ton segment, but there was more revealed in the article. If my memory serves me, the 2.7 has upped the city rating by one with respect to 2WD and will remain the F150 champ and the full-size truck champ as long as the Ecodiesel is banned or someone else comes out with something higher. I also think that the 3.3 V6 NA engine ups the old 3.5 by one in the city. I don’t pay much attention to the 4WD ratings so I’m not sure without some research. I think that the new 5.0 Coyote reworks was the real winner for 2018. I can’t remember the 2017 numbers, but I’m almost sure it’s new numbers are significantly higher.

      Now for a rant: I can tell by the way everyone comments on max towing of pickups trucks and how the manufacturers like to tout higher and higher numbers, that it must be a very important attribute to the masses. It’s the WHY that I don’t get. There can’t be that many 1/2-ton wannabe buyers out there that need or want to tow anything more than 3K-4K pounds. The higher we go, the more need there is in the market for a 3/8 ton truck for those non heavy towing folks and for more serious people; fleets and etc, which is why we are seeing fleets turning to commercial vans for some practicality in trucks. It’s the same issue in the heavy, light-duty class where there is becoming a need for a 5/8 ton with current torque numbers coming close to 1,000 and tow ratings over 30K for a truck that’s supposed to be a 3/4 ton.
      A full size truck that has max towing of 5500 or less; think F100; would open up an opportunity for a very useful, lighter, higher mpg truck, that actually works better for many more drivers as a tool and for recreation and for commuting. A truck with less horsepower (horsepower is one big enemy of fuel economy), more focus on flat torque, more focus on a usable bed that’s lower with drop sides or slide-down sides; more focus on cab seats that one can sit in with out tippy toeing or climbing a ladder; more focus on less-drag and even lighter weight in the design by virtue of less towing capacity would make a great truck only if drivers wanted these trucks that they need. This hypothetical, 3/8-ton (only called 3/8, because the 1/2-tons are really more like 1-tons), would be a more realistically-designed full-size truck for the masses and could still haul well over 2000 pounds with all the same bed space more or less; it would be more useful; would get better mpg; would be more maneuverable in urban areas; easier to park in more places; would be less discourteous to other drivers via lower stance; but for such a product to come back and exist it would take the idea of sanity coming back to the American consumer for this segment.

      1. Greg, completely agree.

        But consumers have shown they just aren’t very bright. It is amazing how automakers can sway consumers into giving up a lot of their hard earned money for the same old story and same old song and dance.

        I mean, just look at a lot of these guys on this site.

      2. Nissan did research and if I recal they said 250k truck buyers upgrade from a half ton truck to a 3/4 ton truck or downgrade from a 3/4 ton truck to half ton. I bet ford is looking at the same statistics and realize some folks are stuck in the middle, wanting more towing capacity yet not ready to step up to a super duty.

        I like a 13k towing capacity, it’s the perfect capacity to rent equipment. A 3k trailer, skidsteer or mini ex, and attachments.

    39. It’s amazing Ford has generated over 250 comments so far and all they did was just announced some towing mpg numbers. It wasn’t like they announced great new changes for 2019? That my friends something the other 2 manufacturers haven’t done.

    40. The increase in towing over the 2017 is over a thousand pounds. I’m curious as to what changes were made for this massive increase in towing capacity? I was considering buying a 2017, however if the 2018s have beefed up brakes, transmissions or cooling packages to handle the increased weight it might be worth holding off.

    41. The hitch on the 2018’s 150’s are only rated @ 12,200 lbs. The consumer is getting ripped off.. Thats with all the options to get max tow.. My buddy just bought one and is arguing with the dealer and ford as to why he didnt get what he paid for…

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