• Will a Ford F150 with a 2.7L EcoBoost V6 Tow About 8,000 lbs? (Ask TFLtruck)

    ask tfltruck roman mrtruck kent sundling chevy silverado
    Ford F150 EcoBoost

    Can a Ford F150 with a 2.7L EcoBoost V6 safely tow a trailer that weighs up to 8,000 lbs? If not, then which truck should I get? Which truck is more reliable. This question came in from Oleg V. Oleg writes:

    Which truck would you recommend for towing a trailer that weighs about 7,000-8,000 pounds? Right now I have an F150 with a 2.7L, and it’s too much weight for it. I’m planning to buy a new one, but I can’t decide. Which truck, in your opinion, is more reliable: F150 with 3.5L EcoBoost Or Silverado or GMC with a 5.3L or 6.2L? I would really like to know your opinion since you know these trucks very well. I like the F150 a lot, but I’m not sure if it’s more reliable than a Silverado or a GMC? Thank you.

    Oleg, thank you for the question! We can definitely give you the answers with the exception of reliability. We simply are not able to test all of the recent trucks for a long period of time, in order to evaluate reliability. We have most of these trucks for about one week.

    Ford F150 with 2.7L or 3.5L EcoBoost V6?

    The 2.7L EcoBoost is one mighty small pickup engine. When we tested it several years ago, the 2.7L twin-turbo was the fastest 0-60 MPH truck that year. You need to tow up to 8,000 lbs. The 2.7L EB F-150 crew cab 4×4 is rated at a maximum towing capacity of 7,600 – 8,100 lbs (depending on the rear axle ratio). Indeed, you do not want to push the truck near its limit for all of your towing trips. You would not have much payload weight left for people and gear. The truck will be less efficient when pushed to the limit, rather than working a little less.

    What about the 3.5L EcoBoost V6-powered F150? This engine allows the truck a much higher towing rating: between 10,500 – 11,700 lbs for a crew cab 4×4. This truck has a big power reserve. This configuration F-150 won the 2017 Gold Hitch awards for the half-ton class.

    Also, an F-150 with a 5.0L V8 could do the job with a maximum rating of 10,800 with a 3.73 rear end.

    Chevy Silverado 1500 with 5.3L or 6.2L V8?

    We did a direct comparison between the 5.3L and the 6.2L V8 (see video below). The 6.2L was better all around including highway towing efficiency. Yes, it comes at a price, which is a higher purchase price of the big V8. Personally, I like the 5.3L V8 when it’s mated to the 8-speed automatic. There are reports of the smaller V8 overheating under stress, but we have never observed this during our testing.

    In the end, the choice would likely come down between the F-150 with the 3.5L EcoBoost V6 and the Silverado with the 6.2L V8. Both are great towing trucks, both are similarly priced with options, and the final decision would be up to personal preference.

    Please leave comment below with your thoughts on this question.

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

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    80 thoughts on “Will a Ford F150 with a 2.7L EcoBoost V6 Tow About 8,000 lbs? (Ask TFLtruck)

    1. Wish you the best of luck shopping. If it was me it probably go for the F150, especially since you’ve had good history with them.

    2. If you have to have a f150 the new 5.0 mated to a 10 speed should be a great combination of power, efficiency, durability, and sound.

      1. Jeremy N Gregory
        Agreed! Also, I’d like to suggest that Oleg look at TFL’s testing on the ike gauntlet runs of the three vehicles in question and one difference jumps out at you; brake applications down the mountain. Chevy 6.2-14, Ford’s 3.5-10, Ford’s 5.0-3. Just think about brake life expectancy, not only your truck’s brakes but also on your trailer’s brakes. Safety is also increased, I believe. The f150 with the 5.0 would be my recommendation for you, especially since you seem to like ford.

        1. You can get into a Ram V8 with the same numbers as the 5.0 V8 for cheaper without the vibration issues reported by owners of GM’s and Fords. And Ram offers a Rebel that is actually a truck without a low hanging front bumper with load levelling air suspension so when you tow your truck remains level. Imagine that. Some innovation that actually stands out and its usefull.

          1. I drove the rebel & didn’t by mainly because of the Stupidest shifter you can have even without towing!!

          2. Those air springs are problematic, so is the compressor, and the lines and valving. Ask any european car owner that has had air suspension and owned the car longer than the warranty period. It sounds like a great idea until you own one. Leaky air springs, hoses that crack, compressors that have rings that need to be replaced are fixable, but a pita. Now if valving goes bad, then you’ll be likely to want to light the vehicle on fire and call it a day. That rotary shifter, ugg. Why. It’s seriously so bad. The hemi motor, it’s good, but not as good as the coyote 5.0. the revised 5.0 with the 10 speed sounds like the perfect combination. I test drive a 2017 3.5 ecoboost with the 10 SPD. Amazing power, perfect transmission, just missing the v8 rumble.

      2. Agreed I have a 2016 with the 5.0. it’s like having a mustang but only bigger. The sound of that engine is worth it.

    3. Anyone else think Ford underestimates the 2.7? The new one will be putting out 400 ft lbs at 2750 RPM. That is only 20 ft lbs away from the ecoboost when it was released.

      1. I have seen dyno’s of 2.7L stock on 93 octane making 388ft-lbs at the wheels (that is at least 450ft-lbs at the crank with a conservative 15% loss calculation) and they are only rated at 375ft-lbs at the crank. Even on 87 octane the lowest I have seen is ~325 which is *at least* the 375 rating they offer using the conservative 15% loss calculation, most are more like 345ft-lbs (405ft-lbs at crank).

        On the 388ft-lbs dyno, with a tune and intake they added another 80ft-lbs at the wheels, so yes the 2.7L is very under rated overall.

        Also, having the fastest 0-60 time of all the “normal” trucks out there is another testament that there is a lot more going on than the 325/375 rating implies.

        Power of course is only one aspect of the pulling capabilities, but I would bet the 2.7L could tow more than its rating without much issue. It has the same trans/diff/frame etc… the motor would be working harder but on premium fuel and in non extreme towing conditions (extreme grades, temps, etc..) it should have np. There are also radiator/fan, oil cooler, trans cooler, larger intercoolers, and other upgrades that could easily overcome any additional stress. But that implies spending $ and exceeding the specifications, if your wanting to tow something 8000lbs often, I’d get a truck with at least 10000lb towing capacity. If your wanting to tow that amount every single day, I’d probably look at a one of the diesels just because of mpg long term.

        1. Matt mpg long term comes with a sacrifice of less acceleration, with a higher price tag and reported higher maintenance fees and typical higher diesel fuel costs. I have done many iterations and others as well and the diesel option likely will not pay you back. You have to like it for some odd reason other than an advantage if you want a diesel. The turbo gas motors have just as much torque at low rpms as a diesel does in the 1/2 ton segment.

          1. I am 100% with you, but dont tell the diesel diehards this on the Colorado Dmax forum or Ecodiesel Forums. They will stomp their feet and pound their fists until you give up and leave. I can provide math and facts to explain why their diesel is not saving them more than $30-40 a month on gas and that it is literally a 3% savings compared to the total monthly cost of the truck(loan, insurance, maintenance, fuel), doesnt matter. Their instant come back is “why would you wanna get such bad MPG’s in an ecoboost!?”

            In their eyes, there is nothing better than a diesel. I just cant wait for the day the 2.7 EB matches or beats them.

            1. I’m not arguing with you at all about cost. Its avout pulling power and efficiency when towing. Name your gas vehicle for a matchup Rambro, I guarantee my diesel will go faster up the hill with power to spare and fet better mileage doing it. Will most people recue their initial investment in efficiency compared to gas…. probably not bit mainly cause they won’t own the vehicle long enough to.

            2. Rambro and Jay S – – –

              R: “You have to like it for some odd reason other than an advantage if you want a diesel.” … Odd?

              J: “…don’t tell the diesel diehards this on the Colorado Dmax forum or Ecodiesel Forums. They will stomp their feet and pound their fists until you give up and leave.” … Diehard?

              From “Diesel Engine Efficiency” search via Google:
              “Gasoline engines are typically 30% efficient while diesel engines can convert over 45% of the fuel energy into mechanical energy (see Carnot cycle for further explanation). They have no high voltage electrical ignition system, resulting in high reliability and easy adaptation to damp environments.”

              “Fuel costs: On average, diesel engines are rated about 25% more fuel efficient than similarly sized and power rated gasoline engines. Currently, diesel fuel is about 20% more expensive than gasoline, but prices are volatile and in some Canadian markets, diesel is actually slightly cheaper than gasoline. Mar 23, 2015” [Here, WI, it’s about 20% LESS expensive…]

              Diesel Advantages – – –
              “1) Considering fuel , The diesel fuel is denser than petrol fuel ie for one liter of Diesel weighs more than one liter of petrol . So diesel will have higher energy density ( diesel =36.9 MJ/liter petrol = 33.7 MJ/liter ). So diesel almost has 20 % more energy than petrol in a liter of fuel.
              2) Diesel engine work at lower RPM hence the frictional losses will be minimum.
              3) The exhaust of a Diesel engine is cooler than a equivalent petrol engine ( even though peak temperature are higher in diesel engine ) . So a petrol engine rejects more heat ( this indicates that only less quantity of heat is converted into work). Also since stroke length is large and operating in low rpm in diesel engine , the fuel mixture gets more time to expand (compared to a petrol engine ) converting available energy into work.
              4) Diesel engine can run in lean mixtures perfectly . Its common that a diesel engine does not run on any fixed fuel ratio. The diesel engine has no throttle valves ( certain diesel engines will have there valves to satisfy higher emission norms) , hence roughly same amount of air is drawn in while running. Power produced depends on amount of fuel injected. But this is currently tough to implement in petrol engine as they are homogeneous mixture running engine.
              5) A diesel engine can run very lean mixtures from 17 to greater than 80 :1 . This means to 80 parts of air one unit of diesel can be added. But petrol engine commonly runs between 10 to 17:1 .
              6) There is something called throttling loses. Since petrol engine is necessary to work under a range of fuel ratio , a throttle plate is used to regulate mass flow rate of air. Hence the engine has to do more work in drawing more air inside the cylinder as the inlet is throttled ( is restricted by throttle plate ).
              7) In my view diesel engines are more refined and technically ahead (Effective control of fuel added, multiple injections, installing turbos os easy) . GDI (gasoline direct injection) has some downsides and ups but time is required for the engine to work better. But most diesel engine are direct injected. Vigneshwarraj’s answer to Why are GDI engines not being used in India in place of MPFIs? What are the advantages and disadvantages of both?
              8) Since diesel is injected directly, multi injections are possible. It means that the Diesel can be injected at various stages , currently diesel is injected at least 8 to 5 times ( like pilot ,main , pre ,after injections) in single stroke . Petrol engines do not have those techniques much exposed. ( this is called fuel stratification).”

              Ref for quote above: https://www.quora.com/Which-engine-is-more-efficient-powerful-and-recommended-Diesel-or-petrol


              J: “I just cant wait for the day the 2.7 EB matches or beats them.”
              You may have a long wait: hope you are patient; that your will is in order; and that your descendants are onboard for the waiting..(^_^)

              Best Regards,
              …the odd diehard, stomping 👞, pounding 👊, diesel fanatic (^_^)…


            3. Rambro and Jay S (CONTINUED #1) – – –

              TITLE: Cars and Global Warming: Which engines are better for the environment?
              Ref: http://www.newsmax.com/FastFeatures/Cars-and-Global-Warming-Diesel-Engines-Environment-Climate-Change/2015/03/18/id/630875/

              “Transportation industries continue to take steps that reduce greenhouse gas emissions that contribute to global warming. The oil industry has made significant improvement in refining diesel fuel for cars and trucks.

              Here are five ways diesel engines are better for the environment:

              1. Refining crude into diesel fuel is simpler and cheaper than gasoline. The regulations and restrictions on refining gasoline in the U.S. make it more expensive to produce. By increasing the use of diesel fuel, it offsets the need for more gasoline. This can reduce the impact of greenhouse gases emitted in refining gasoline.

              2. Diesel engines can easily use bio-fuels to produce cost-effective vehicles that run more efficiently. Diesel engines don’t use spark plugs. They start by a compression ignition system instead of a fuel-injection system. According to WyoTech, the difference can increase the efficiency of diesels over conventional engines by as much as 30 percent. Bio-fuels work without significant modification to diesel engines, unlike the work needed for gas engines. As bio-fuel becomes more available, diesel engines can make an easy conversion with simple modifications.

              3. Diesel fuel is more cost effective, producing more energy per volume and giving motorists higher mileage per gallon than gasoline, according to Diesel Service and Supply. This offsets the cost at the pump where diesel is a little more expensive than gasoline. Gas engines burn fuel at higher temperatures than diesel engines, so they have a shorter period of use, which adds waste to the environment.

              4. The compression and air to fuel ratios of a diesel engine produce fewer emissions, providing some of the lowest emissions of any oil-based fluids, according to CarsDirect. The direct-injection gasoline engines have an emission rate 10 times greater than modern diesel engines, according to a German TUEV Nord report.

              5. Diesel fuel produces minimal amounts of carbon monoxide, making it safer than other fuels for workers while producing fewer greenhouse gases to thwart global warming effects, according to WyoTech. Generators that use diesel fuel are cleaner and safer to use in small spaces, such as mines and other work environments.”



            4. Great post. I am thinking of buying ecodiesel with updated specs and new RAM, or wait for a new inline 6.
              I had a 3 diesels in my life and I still miss them in NA. There is something about them , people, who never had a diesel will never understand. Diesel fuel in Canada is less expensive than gasoline right now. Win , win situation.

            5. Rambro and Jay S (CONTINUED #2) – – –

              As you may not know, the comparison here, for practical purposes, is NOT between Diesel and Gasoline!

              When you buy diesel fuel, you get diesel fuel. No mystery there.
              But when you buy so-called “gasoline”, you get some admixture of a petroleum product and ETHANOL. That marginally controlled addition (between 5% and 15%) is supposed to cause cleaner burning and raise octane while saving the environment.

              Well, guess what? The partially burned exhaust products of this ETOH/Gasoline blend is a CARCINOGEN, — unlike what happens when you burn diesel fuel in a MODERN diesel engine!
              Not good, — for either you or the environment…

              Ref: http://www.ewg.org/sites/default/files/ethanol-gasoline-white-paper.pdf


            6. Rambro and Jay S (CONTINUED #3) – – –

              The best way to see what turbo gasoline and turbo diesel are each capable of, is to choose a vehicle manufacturer who makes a version of each engine, for the same vehicle.

              An obvious choice is VW, whose new modern Golf TDS and TDI engines are exactly that comparison (TDS = Gasoline; TDI = Diesel):

              VW TDS 1.8 L – – –
              210 hp
              180 torque

              VW TDI 2.0 L – – –
              268 hp
              380 torque

              Scaling up the 1.8 L to be equivalent 2.0 Liters:
              VW TDS (2.0 corrected) L
              230 hp
              200 torque

              As you can see, applying all the modern engine tricks (DI, twin-turbo, variable valve, etc) did not result in a gasoline engine coming close to what the diesel can provide, especially in torque.

              Yes, it is true that Ford’s 3.5 L EcoBoost gasoline engine, at 375 HP and 470 Torque, is a masterstroke of ultra-maximized technology. But two thoughts come to mind:
              1) How long can ANY thin-walled gasoline engine and associated turbos last under those compression requirements, with the heat and force generated (i.e., is this a 250,000-mile engine, the conventional industry target?)?
              2) If the same ultra-maximized technology were fully applied to the 6.7 L PowerStroke diesel, what would its new HP and Torque ratings be (700 HP and 1300 lb.-ft?)?


            7. Bernie Kressner, I quote you “so diesel has 20% more energy than petrol in a litre of fuel. Simply not true. Bio Diesel only has 3-9% more while regular diesel has 13%


              Now that we have your Bias in check lets look at weight? The diesel engine weighs more. Last time I checked weight burns fuel and it also burns brakes and it also makes the truck harder to handle and helps it to sink in soft ground. Not exactly good traits in a truck now that your payload is reduced. So now what happens to the 3-13% advantage. Also, how does this advantage make it through the power robbing emissions found on a diesel. How much is lost there? How come the ZR2 Colorado has the same epa combined fuel economy that the V6 Tacoma has with 278HP on tap and the Diesel only has 181HP and yet it cannot beat the V6 gas motor. Where is your 25-45% saving Bernie??? I ask Bernie, where is it? What is going on? LMAO. All your bias mumbo jumbo and there it is in real world EPA stats and you cant dispute without looking like a diesel fan boy, harsh but true.

              Then look at the UK right now. Scientists have proven that diesel emissions have caused birth defects and a myriad of other organ failures and its an epidemic. You compare a modern diesel to a clean gas engine and the modern diesel wins because it has a particulate filter and the gas engine does not require one. What happens when people fail to maintain their diesel or modify it, then it pollutes 100 times worse than a gas engine

              Reliability in HD engines? The EB truck engines make just as much torque at close to the low rpm that a diesel makes and it carries that torque to higher rpms as needed and a diesel cant do this thus saves fuel but leaves you behind the tail winds. The EB truck motors have been reliable from consumer reports, just as reliable as the HDs. If they build a 6.7L gas turbo EB than they can adjust the turbos to produce more torque than the diesel by lowering the HP thus making it fuel efficient and more reliable.

              However, this likely wont happen as electric is taking over. Workhorse produces a W15 with a generator so it is not range limited and this produces 460Hp and 1620Lb-ft of torque at 1 rpm to rediline. Yes I said 1620Lb -Ft of torque at 1 rpm not 1000 or 1800 like a diesels peak torque that dies off when it has to shift

              But at least we got to see the smaller engines in the turbo gas motors defeat the torque in the diesel. The 2.7EB beats the torque of the larger 2.8diesel and by ratio the 3.5EB beats the Ram 3.0 and beats the HD lineup. Too bad they wont have time to make a 6.7L gas turbo engine with the electric motor taking over.

        2. It only has the same diff as the 3.5 if you get the 2.7 Payload Package, otherwise its the smaller 8.8″ i believe.

      2. Yes, absolutely. I know with the first gen I had seen several dyno charts where it was making nearly the same power at the 3.5. I saw another dyno against the GM 5.3(355hp/383 ft-lbs) and it beat it across the entire RPM range. I personally think its quite underrated.

    4. If you are buying a truck to tow then the 3.5EB is a towing monster. It has just as much torque as a diesel at low rpm too. It climbed the gauntlet at low rpms and maintained speed. Also, the 6.2 runs on premium which is worse fuel economy than the Tundra dollar for dollar. Also, if you are going to the higher end truck the 3.5EB can be had with 400HP and 480 torque in Platinum trim on premium fuel not yet tested by TFL. The 6.2 had to scream its way up the mountain at higher rpms. As for reliabilty I personally havent heard a lot of problems with the EB from a statistical standpoint, you can google any engine and find problems. However, the 3.5 will run at lower RPM’s for most of its life which may help with reliabilty

      With the 3.5 you have to remove a bracket near the tranny before off roading and with the 5.0V8 you do not but none of the V8’s are boosted so you wont get that low end torque for pulling. Both Ford and GM owners are currently reporting vibration issues with all their trucks and it cant be fixed. Something else to ponder on. It had me thinking to move into a Ram 1500 or a Tundra and they too have problems but the vibration issues would really annoy me if I got one like that.

        1. Seriously, were talking about diesel like the 2.8L duramax and 3.0 ecodiesel. Why would you think this is about a 2.7?

          1. Anybody that’s gonna argue towing fuel economy is an idiot.
            Gas and diesel both have their place.
            Everybody I’ve ever talked to that towed any amount of weight with an egoboost and was honest, said they were absolute fuel hogs. The diesels are not hot rods like the egoboost but will pull a trailer with much more efficiency.
            I live beside a very busy road by a camp ground anf I just love hearing those egoboost take of with blown manifold gaskets. Let’s talk reliability after 40k miles towing. It will gut that engine!!

            1. Takes fuel to make power. I bet the 2.7 would be surprisingly close to the ecodiesel if you restrained the 2.7 to doing 45mph up a hill. Fortunately/Unfortunately, it can maintain the speed limit and needs the fuel to do that.

              I also challenge you to show me a modern diesel that is free from reliability issues. People need to stop riding that train and get with the times.

            2. Honestly most Powerstroke, Cummins, or Duramax engines produced righr now are very reliable with proper maintenance, like any truck

            3. Not really Brew. Google it and you will find all sorts of problems with them just like any motor and tranny and when they break think about a re-mortgage of your house to cover it.

        2. Dave Douglass that is a 6.6 or 6.7 litre engine. By comparison the smaller 3.5EB makes more torque per litre than the diesel. The only motor by comparison that makes over 1000Lb-ft of torque by ratio is from Porsches 4.0litre Gas turbo and Stevio’s all aluminum 2.9 litre gas turbo. By ratio the Stevio makes over 1000ftlbs at 2500rpm all the way to 5500rpm with 1270HP by ratio to back it up. Your little 445Hp aint so big now. And remember manufacturers of gas turbo engines for trucks can back the HP off and increase the low end torque even more so with these gas turbo engines. And wait until we get into the gas turbo hybrids. The new 4.0 Porsche gas motor has 626Ftlbs of torque at 1400rpm all the way to 4500rpm or by ratio 626/4.0 x 6.7 is 1050lb-ft of torque at 1400rpm with 1150HP by ratio from a gas turbo, so your diesel is history if you want to play with gas turbos in the near future that will be brought to the HD class.

          What manufacturers will do is back the 1200HP down to 800 or so and increase the torque output even more so at an even lower rpm and save fuel as well with the lower hp. The diesel is gone. Why Ford and Ram persist with an inferior motor for 3% market share will be loss for them.

        3. Not on a half ton. 3.0 ecodiesel has 420 tq at 2000 rpm. The current 2.7 ecoboost has 375 tq at 3000 rpm. A tow test shows the 2.7 ecoboost out hauls the ecodiesel with that decently sized and weight trailer. If you need more towing capacity, get the 3.5 ecoboost.

          If you mean the 3/4 ton on up trucks, yes, they have serious grunt. But they also cost a lot more, up front and in maintenance costs.

    5. OR you can wait for the new F150 diesel.That will solve all your towing needs for many years to come.As for diesel fuel prices,here in my area diesel costs the same as reg fuel,and has for 2 or 3 years.AND every gas station that I have seen in my travels seems to have at least on diesel pump.That’s in the USA,I don’t know about canada.Maint costs are a bit higher,oil and filters,def.No big deal.

      1. Not really. The diesels are great if all you do is tow on flat ground and small hill because it can hold a taller gear, but the second you get into the big stuff it falls on its face. They dont have enough HP.

        1. I don’t think we know the HP rating of the new F150 Diesel. If Ford is smart, it will be a fair bit higher than the 2.8 or 3.0.
          I don’t know that “fall on its face” is really fair. Yes, the gas options definitely have more max HP so they can run up bigger hills faster-but they are screaming. The 2.8L Duramax makes more power then the gas engine up to about 3300 RPM-not to bad.

          1. Did you watch the 3.5EB video towing 9000+ lbs up the ike? It did it at like 3000 rpm at 65mph. The ram and Colorado are gunna be turning at least that many RPM just to go 45mph with a trailer that big.

          1. We are not talking about a 6.7 cummins or Powerstroke here, were talking small 1/2 ton mid-sized diesels that compete with the 2.7 EB.

            I have a tuned 2.8L Jeep Liberty CRD(older gen of the Colorado Dmax, 200hp/369 ft-lbs) and while it can tow 5000 lbs great on a flat or mild hill, once your start getting even remotely steep the thing is screaming just trying to maintain speed. We saw the same thing out of the ram ED on the IKE.

            1. I had an 06 Liberty limited with the 2.8,5 spd auto,bone stock.Up a local 7% grade it maintained 55mph in 4th gear while towing my 12ft cargo trailer with 3 harleys in it.All while giving exceptional mpgs.

    6. I would take the 2nd gen 3.5 ecoboost, I have the 2011 f150 platinum with the 1st gen ecoboost zero problems with the motor and it has 160k miles on it, I do miss the v8 sound but I love the torque at low rpm it pulls all of or trailers easily and my fuel economy has been around 19 mpg not pulling it use to get around 21 mpg but it has gone down little bit though the years and when pulling a light load around 15 mpg and pulling a heavy load around 9 mpg and this is talking about the 1st gen ecoboost the 2nd gen ecoboost is better in every way compared to the 1st gen ecoboost.

    7. 7 – 8,000 lbs is actually not too much for the 2.7L truck. The biggest thing that hampers towing with a half-ton truck is payload. We have a 2016 F-150 Crew 4×4 2.7L EB in our household. The engine is most definitely not the limiting factor; the 2.7L is nearly as powerful in real life as the 3.5L EB. However, the payload rating is only about 1400 lbs. I would have no problem putting a set of $400 Firestone Ride-Rite air bags on the the rear axle and then towing 10k lbs with a W/D hitch behind this thing. The brakes are very strong, the engine and transmission are very strong. In fact, I prefer the 2.7L engine over the 3.5L engine…even the gen-2 3.5L engine. The 2.7L has the CGI block which can handle high levels of boost better than the aluminum block of the 3.5L engine. It also uses a similar off-set cracked con-rod like a modern diesel which offsets thrust-load wear. It has a large oil capacity for its size. One really nice thing is that because the engine is so small, there is simply tons of room under the hood. Working on this thing would be a breeze.

      1. I should chime in on this since I have a 2.7 XL F150 4×4 supercab.

        It’s the same truck tfl tested on the Ike except mine has 3.73 gears and the payload pkg.

        The 2.7tt is not the limiting factor at all! In fact I’m always pulling 8000lbs – 8500lbs and once did a 9100lb toyhauler to one of my off road races in CA.

        The engine doesn’t struggle at all, in fact it never really goes above 3100rpms which is 4th gear at 70mph up any hill on the interstates. This is saying a lot as I live out West and I’m always on I-15, I-70, I-80, I-17 and all over Utah, Arizona, California, and NEVADA so lots of big mountain passes!

        This about max that I would pull comfortably with any 1/2 ton though. Going to a 3.5tt is going to be no different except on paper you have Ford’s backing saying you can go a little more. As mentioned the 2.7tt is underrated so they can claim the 3.5tt as a premium.

        Going to a na V8 either a 5.0 from Ford a 5.3 or 6.2 from GM is only going to make your trailer feel heavier because your rpm’s will now be screaming all the time 4000rpm and above and you will be loosing power every 1000′! At 5000′ you’ll be down 15% at 10,000′ you’ll be down 30%!

        All the V8 guys like to say yeah, but there’s not many passes like the Ike so who cares? Well they are wrong!

        Just travel North on I-15 from CA to Moab UT once in a na V8 vs Turbocharged ttv6 pulling 8000lb and you will see around (20) passés that get around 8000′ or above.

        You will never by a na engine to tow again after experiencing a turbocharged engines and no loss of power with relaxed rpm’s all the way!

        My guess is your trailer with all of your wife’s kitchenware and all of your tools and whatever toys you bring along is heavier than you think?

        In this case you really should be looking at a heavier 3/4 ton truck. Go weigh your loaded ready to roll trailer- don’t waste your money on another 1/2 ton if you over 8500lbs.

        I would recommend a used Ram Cummins Turbo Diesel. Actually any used Diesels would be good except the Ford 6.0 or 6.4!

        I’m just partial to the Cummins, when they get higher mileage they just seem to run better, seldomely break, and by far are the easiest to work on!!!

    8. I have a 2013 4×4 supercrew with a 3.5EB. I put a CAI on it and have it an SCT tune. The power is simply astonishing. Before it, I owned a Ram with a Hemi & 8sp. I loved the Ram but this EB is simply nasty.

      I sometimes drag my 24ft boat with it – approx 6000 pounds. It is hypnotic to hear those turbos start whistling and I start up a hill. I can’t speak to the GM trucks or the foreign trucks, they’re not my thing.

      2.7 vs 3.5? Seriously? With turbos hanging off of both engines, it comes down to the old “no replacement for displacement”. Go with the 3.5 (or is you tow REGULARLY, I agree with Longboat – get a 3/4 ton.

      That’s my 2¢

    9. I have the 2.7 and I’ll tell ya it isn’t the engine or transmission that are weak. Those are the strongest points. I wouldn’t mind overloading it now and then but if you wanna do it right and are a die hard hauler you’re gonna have to step up. You can get a 3/4 for a little over $30 k but it’ll bite ya in gas.

    10. The 2.7 is a beast and, from what I saw on dyno charts, was making nearly the same power as the 1st gen 3.5 EB. From a power perspective I dont doubt that it could tow 8000 lbs with ease.

      Where the 2.7 falls behind is in the ratings. Unless you get the 2.7 Payload Package its GVWR is a bit lower than the 3.5 and you will ultimately reach payload capacity before you run out of trailering capacity. With the payload package I would say its totally fine to go right up to 8000 lbs since its essentially the 3.5 suspension.

      1. There is no doubt that the 2.7 is pumping out a lot more than Ford says it is. Looks like we are returning to the 60s where everything is underrated.

    11. One thing that comes to mind with towing and the 2.7L, is it may be limited on cooling capacity. They have to test them under harder conditions now and the engine may just not have the surface area to properly cool when towing over 8,000lbs up a grade and in 90F heat. I have no doubt that engine can do it, my question is, can it cool properly under harsh conditions.

      1. Hey Jimmy,

        Actually on all of the newer 2015 and up trucks, Ford uses the same Radiator according to the electronic parts catalog. Even the Max Tow shows the exact same Radiator part # on a 2015 / 2016 F150. 2017’s I did not check?

        Now on the older 2011-2014 trucks they showed 2 different #’s and Radiators.

        Also according to Ford’s own spec’s the 2.7 actually holds more coolant than the 3.3tt – 16.4 vs 15.6 quarts. Strange but true!

        1. I was not referring to the radiator. I was talking about the engine block and heads. Since the engine is just 2.7L of displacement, is there enough surface area I the block and heads for the coolant to absorb heat under high loads for long periods of time. It was more of a thinking out loud post.

          1. which gives better heat transfer to the alum or the compact graphite? They may make matters too.

            1. Not sure. But some diesel engines are using CGI blocks so it may not be to bad. But I honestly have no idea what is better. Aluminum would be my answer if I was guessing.

          2. Oh ok Jimmy no problem.

            Seems to me the OP guy has an issue.

            I’ve got 30k miles on mine and 85% of that is towing 7000lbs – 9100lbs. It’s never overheated once.

            Anyway, I don’t want this to turn into a which engine is better arm restle like it is.

            2.7tt is a great little engine that thinks it’s big!

            Anyone wants to see how a 2.7tt handles 8000lbs plus with 2 heavy duty guys – just watch the Ike video. That simple!


            My advice still stands – over 8000lbs – 8500lbs get a 3/4 ton used Turbo diesel.

            I would recommend a 3/4 ton gasser, but I can’t stand the loosing power at altitude game anymore! Your looking at 30-40mph and 5000-5500 constantly over the big passes pulling anything heavy where I travel.

            I honestly think we’ve been Trolled and baited to start an engine fight?😎

            1. No not at all. Just something that came to mind when reading this. I know that 2.7L is a little powerhouse.

    12. Nearly all half ton are payload limited in the real world. All manufacturers have the HP to pull 10k but payload runs out first assuming 10% tongue weight, fuel, passengers, and the other miscellaneous stuff that seems to find it’s way inside the truck. I recently moved up from a half ton to a 3/4 gas burner. Both feel comparable in power but in all other towing respects (except mpg), the 3/4 ton is better. Approximately 2mpg difference in mpg both towing and empty. Now I’m legal and have a payload buffer while towing. Gas burner 3/4 tons can be had for cheaper than equally trimmed “HD” half tons in my area.

    13. I own an F150 with the 2.7 EB.
      It’s great empty (soft ride, good FE) and does well with 4000lb trailer and 1000lbs of people/ gear in the truck but I would not go beyond that.

      You’d be better off with. 3.5EB without a tow package or heavy duty package so the gearing for FE and ride are better. You’ll easily handle an 8000 lb trailer in this config.

    14. I Just got à New EB 3.5 2017 with the 10 speed.
      Just à monster. Try it and you will probably buy one!

    15. Thank you all for your thoughts and suggestions! The reason i am a bit concerned about my 2.7L Ecoboost is when I was towing around 5500LBs at harsh conditions of over 100F, I was not able to accelerate like I usually would with the same trailer and weight. At one point the Engine light came on, had to go get it checked and it was an intake/cooling sensor. So it seems like it wasn’t able to cool the engine down fast enough to give me the same amount of performance.

      1. And that/s Ford 2.7 reality folks.

        Get a 6.2 Chevy and don’t look back.

        You’l love the mileage, and you’ll love the pulling power, surprisingly even at altitude.

        1. Nope that’s not the norm. I’ve pulled 8500lbs up Baker grade all last summer and this summer as well. One trip was at 118* and no problems.

          Here’s the picture I took:
          /Users/user/Pictures/Photos Library.photoslibrary/Thumbnails/2016/06/20/20160620-223348/wwimDniMTBWl7IzxIr1g0A/thumb_IMG_3977_1024.jpg

          This guy must have had problems.

          1. I agree these engines I can bet are torcher tested way beyond 5500lbs at 100f. I doubt any manufacturer is dumb enough not to and then have to warranty it. Plus if you look at GM’s lineup everything is getting boosted as well. Wont be long before its in a truck. I just cant wait for the first one to boost a V8 and put it in an HD truck. They could lower the HP and crank the torque better than the HD diesel if they build a new motor in a 6.5-7L based on the 3.5 EB technology and I bet it still comes in cheaper than a diesel. Sounds like Oleg just needs to keep his 2.7 and fix it. Add synthetic to keep it cooler

            1. It’s 2016 f150. It’s has 7,000 miles. Why would I need to fix it? It’s brand new car. If I need to fix it, then my question what’s next? What happen after 20,000 k or 50,000 k.

            2. Oleg what happens is you buy a Toyota, GM or a Ram and if you are unlucky again you will have another problem, same crap different color maybe. Statistically your best chance is the Tundra. Buy a V8 wont statistically solve problems. If Ford wont fix it under warranty then that is wrong. The 6.2 GM motor with premium burns more money per mpg than the Tundra so think about that one before buying a 6.2. The 2.7 should have no problem towing what you are towing in any hot weather. Something must be wrong. Look at any other motors and diesels too. You can google anything and find diesel turbo failures, nox sensor failures radiator failures etc. By pure stats your best chance to not have a problem is to move to a Tundra but that doesnt mean you wont have another problem.

          2. I haul up Fancy Gap now and then in the Appalachians and with 6,000 lbs I have plenty of pedal left in the far left passing lane. I bet it could hit 100 mph on the way up if it was legal, of course, lol.

      2. It sounds to me like that is the Intake air temp sensor. If it failed then the truck could think the IAT was extremely high and might pull power. Doesnt sounds like that serious of an issue to me and could happen to any vehicle, turbos or not.

      3. After you replaced the sensor how did it do? You’re going to live a life of disappointment if you think your immune from having a something go wrong on with a vehicle. Shit happens. I am a 2.7 owner and I agree with all the other owners that the 2.7 is a beast. I towed 7000 pends all over oregon and northern California and my only complaint is the stock tires and too soft of rear suspension. A set of lift bags dramatically changed how it towed.

        In the end buy the truck you want as its your money.

    16. A lot of people here with th eir 3 litre Diesel Utes, regularly tow 6500-7,700lb Caravans

    17. It seems to me overheating is an non issue on modern engines.

      But I used to regularly replace my thermostats.
      Not any more. I have had a lot of problems with failures right out of the box. Now, I keep a spare in the car and I use them until they fail.

      1. It still is. It seems to be related to whether or not the MFG decides to go with a belt driven fan or electric fans.

        Tstats do nothing more than control when coolant goes to the radiator. If the engine makes more heat than the radiator can shed then to coolant must increase until a balance is met.

        1. It seems I have had problems since they went to the ‘fail safe’ thermostats.
          They fail to a position that limits flow to the radiator.
          This is good in one sense. No complete engine destruction and you don’t necessarily get stranded along the roadside.

          But as I said, new out of the box I have seen a lot of failed thermostats.
          Once I get a good one they seem to work well for a long time.

          That’s why I said I don’t change thermostats as a matter of regular maintenance as was common years ago.

    18. I believe 5.0 would work well with what he wants to do , with out going to a premium engine (3.5 eb). If you are staying with Ford’s. Gm case it would be 5.3 , because the 6.2 is a premium engine. Even though the 6.2 might end up better. Ram side 5.7 will do the job with out the up front cost of a dsl. That the some of it.

    19. Hi,

      In the article, you stated that “Indeed, you do not want to push the truck near its limit for all of your towing trips.” Can you back that statement up a little for us? Do you think the J2807 towing standard tests need an extra safety margin for some reason?

      (I’m hoping for something more precise than “a bigger truck tows better or will do it more reliably”. While those are true, they such a vague reply isn’t really all that helpful – a semi-truck will undoubtably tow 8000 lbs great, but isn’t an economical choice.)

      For those somewhat interested, here is a forum post that I made concerning essentially this same situation:

      Description of j2807 is available here:

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