• 2018 Ford F150 or Nissan Titan XD? Towing 11,000 Lbs on the Super Ike! (Video)

    2018 ford f150 nissan titan xd towing heavy trailer
    2018 Ford F150 or Nissan Titan XD?

    Which truck is best when towing a 11,000 lbs trailer? Is it a 2018 Ford F150 or a Nissan Titan XD? The updated F150 is powered by a 3.5L EcoBoost V6 that is matched to a 10-speed automatic transmission. This is a Lariat model crew cab 4×4 short bed with a maximum towing package. This Nissan Titan XD is a king cab 4×4 SV model with a 5.6L gasoline V8 and a 7-speed automatic transmission.

    We are towing a 20-foot CM Trailers Cargo Mate that is loaded to 10,800 lbs. Why use this weight? This load maxes out the rating of the Titan XD and also pushes the GCWR of the F150 near the limit when you consider that Ford recommends a lower GCWR at elevation (2% GCWR decrease for every 1,000 feet of elevation gained).

    We call this test a Super Ike Gauntlet, because we load the trucks to the maximum and run them down and up the world’s toughest towing test. It is an 8-mile run at 7% grade to a top elevation of 11,158 feet above sea level. The steepest and highest elevation interstate highway in the United States.

    This comparison is not part of the Gold Hitch Ike Gauntlet competition, but it attempts to answer the question “what type of pickup truck is best for towing a 11,000 lbs trailer?” Can a half-ton truck get the job done?

    Watch the Super Ike Gauntlet runs here.

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

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    191 thoughts on “2018 Ford F150 or Nissan Titan XD? Towing 11,000 Lbs on the Super Ike! (Video)

      1. Please please please, for all of humanity, stay away from the Nissan Titan XD!!! I am 5 months in to my post ownership time of my XD and my a$$ still hurts. That truck was the biggest mistake of my life and haunted me for 9 months until Nissan bought it back from me under the lemon law. The bad thing is my good friend bought one shortly after me and had it for 4 painful months before Nissan bought it back too. Absolute garbage. Stay away!!!! I can’t believe I am going to say this after my experience with a 2008 Dodge but you are better off with a Ram than a Titan. Trust me!!!

        1. Care to share what your troubles were, and why Nissan was unable to resolve them? Most of the ownership experiences I’ve heard, including a lengthy one from a fleet owner, have been positive.

          1. I sure can. See below.

            Thanks for the note back. My truck was a 2016 Titan XD Platinum Reserve with the 5.0L Cummins, bought on 20 OCT 2016.

            Local dealers refuse to look at truck: I bought the truck in PA, but live in VA. I am in the Army, and travel a great deal. 11K in 6 months time. When I first started having issues, which was almost from day one, I took the truck to both of my local nissan dealers. Both service managers asked me the same question, who was your salesman. I told them both the same thing, that I didnt buy it there. The one told me they dont service vehicles not bought there. The other guy told me to leave him my number and he would call me in 6-8 weeks once he was able to work me in, and that i could be bumped by their customers. The issue this presents is I now have to travel 240 miles one way to have my truck looked at for issues, and 240 miles back home. I have had my truck into the dealership at least 6 times, basically once for each month I have owned it.

            Accelerator pedal goes “dead”: This has happened to me almost every day that I have driven it. Whenever you go to take a turn at moderate to low speed like through an intersection or changing lanes in traffic and the need to accelerate immediately after your foot comes off the brake, the truck will wait a hard 2-3 seconds before even making an attempt to shift or accelerate, the truck is literally dead for those few seconds. This has almost caused a rear-ending while on the highway, and 3 near misses (T-bone) while trying to turn through an intersection. My wife drove the truck to work last week as I needed to go into DC for the day, and she told me when I got home that the truck literally died in the intersection and she almost got hit. She then informed me in wife speak (shes 8 mos pregnant) that she will not ride in or drive that truck again until the issue is fixed. There is a Nissan Service Bulletin (NSB) for this and it has been attempted to be remedied twice so far.

            Transmission shifting extremely hard: On two separate occasions, I have been accelerating under normal conditions, then had a need to stop moderately hard in traffic. Both times, the transmission has downshifted so hard that it triggered the TCS and ABS, preventing me from stopping as the system was engaged. All i felt was the pedal vibrating but was unable to stop the vehicle. On one of those two occasions, I had to make an emergency maneuver to the left and into the grass median to avoid hitting the car in front of me. They have no idea what is causing this.

            Transmission surging engine RPMs: When cold, the engine RPMs will surge 300-500 rpms higher between gears, similar to if you held your foot on the gas and pushed in the clutch at the same time. This fades over time, but causes the transmission to slam into each gear, causing the sudden power to break the rear tires free on slippery roads then engaging the TCS. This has an NSB as well, they have tried to address twice so far, still continues.

            Heated/Cooled seats dont work: The seats in the titan are the new zero gravity seats, which are, according to the window sticker, heated and cooled. There is a heating system in each seat, separate from the trucks heater, that heats air as it passes through. The cooling simply pulls air from a vent under the seat. The mechanic has looked at these seats twice, and states that the fans are engaging and the seats are operating as designed. They actually dont work at all, as you cannot feel any air come through the perforated seats. I have a close friend with an identical truck and you cannot stand the high heat setting for more than a few minutes without having to turn it down. Nissan touts this about their seats on their website, and links this article to the article touting the zero gravity titan seats. http://www.nissan-global.com/EN/TECHNOLOGY/OVERVIEW/qch.html

            Diesel exhaust smell in cab: Both during regen and throughout the cycle, when traveling at lower speeds, you can smell exhaust in the cab. There is apparently an NSB for this but the dealership has yet to address it.

            Error message: I receive an error message on the in dash screen on occasion which flashes red and indicates power reduced, as if the DEF is low, but it actually isnt. They have no idea what is causing this.

            Alignment off: The truck was delivered to me pulling hard to the right. The mechanic attributed it to the way they are transported and tied down. They gave it back to me after the first realignment with the wheel sitting 20 degrees off to the right when driving straight. When I returned to have them fix it, the technician stated the have a 20 degree window which the wheel can be according to the tech book. ridiculous… I still made them re-align it again.

            Steering wheel/Column: while making turns in both directions, the steering wheel will vibrate and move around in your hand, and an audible shaking sound will come from the steering column. In addition, when turning full hard to either direction, a loud banging noise will be felt and heard from the front wheel when the wheel changes elevation in the turn, like when you turn in over a curb, hole, divot, etc. They have no idea what is causing this.

            Infotainment system: While driving and conducting a phone call, the entire infotainment system will all of the sudden make a loud banging noise and then will completely shut down and restart. They have addressed this twice, but still cant figure it out.

            Bluetooth dropping: Every single day, and every single time you start the truck, within a minute or two of using the bluetooth audio feature, the bluetooth will cut out for 3-5 seconds, then restart. On some occasions it will not reconnect at all and you have to manually do it through the on screen menus. This is a real pain when trying to navigate DC traffic.

            passenger A-B pillars: The truck was shipped from the factory with a bowed out front a pillar post, causing a horrible vibration. The b pillar post cover vibrates and rattles which is caused by broken retaining clips from the factory. It is apparently just free floating on there right now. The a pillar was addressed with a new one, but the vibration still exists. The B pillar post cover has been ordered 4 separate times and has still not been fixed.

            Any help would very appreciated.


            On Wed, Apr 19, 2017 at 11:28 AM, Roman Mica wrote:
            Hi Jason,

            Thanks for the note. We usually don’t cover reliability issues since we can’t verify the facts on our own.

            However, send me a short note and let me know what issues you are having with the truck. I can’t promise anything but I”ll take a look.

            Roman Mica
            Publisher/Executive Producer

            On Wed, Apr 19, 2017 at 6:59 AM, Jason Walter wrote:
            Good morning Gents,
            I have been an avid follower of you guys for a long time and wanted to thank you for what you guys continue to do. Last October I traded my 2015 F150 in for a 2016 Titan XD with the 5.0L cummins engine and have had multiple serious safety issues with it. I was wondering if you guys would be interested in covering my issues on your site, as I am not the only one having this issue currently, it is actually a pretty common and serious problem with these trucks. Please let me know. I am not looking to brand trash or anything like that, I just want to call attention to the issues and the manufacturers responses and remedy attempts throughout this very painful process.

            1. Sounds like you had the distinct displeasure of dealing with calibration, management, and technician training. Sounds about as bad as the local dodge dealer where we lived. I hope you local Nissan stores get straightened out, not that I’d expect you to ever set foot in either one. Despite being a huge and strong transmission (equivalent to the HO Cummins Ram unit), I think the Aisin 6 speed is a suboptimal application. They have a sufficiently strong 8 speed in their lineup that would have saved weight (the 6 speed weighs 400lb) and offered better performance. I think the 6 speed comes bundled from Cummins do MD chassis applications.

            2. It sounds like you have not found a good enough dealer to work on your truck. Dealers can also be displeased without having the truck purchased from them as they allocate service 1st for those who purchase from them.

              Ask other Nissan owners who they recommend for warranty/service work. If you take it in again to service, state you are in the military and move around a lot so you no longer live near your dealer. (this will squash their competitive mind set on your repair so they don’t push you weeks out) If not happy with the service try another service department. Each dealership has their own technicians that vary in skill and experience, one might be better for the issues of the truck than the other. Be careful as to some of the bigger dealerships do report to CarFax even on warranty work and will tarnish your resale/trade value down the road if a CarFax is pulled. Hope this helps!

        2. Mine has been perfect since new in June. Sorry yours sucked. Mine is a 5.6 Gas S model and I tow with it. My normal tow weight is about 9.5k. No issues outside the squeak in the front end at steering lock that needs to be lubed.

      2. Anyone who picks an F150 to tow more than 10k is crazy!

        Far too much weight for the truck. You need the mass of the Titan to keep the trailer at Bay.

        You can pick up a Titan diesel for the same price as an f150 turbo, wish this has been a 5.0 coyote to the 5.6 or the diesel to the 3.5t.

        @J-bonr: As for Titan reliability this was a towing test not long term ownership test. Most people will never tow close to this making the f150 the more predictable option. But for those wanting to handle serious weight the Titan is definitely the safer choice.

    1. I was surprised between the driving dynamics between the two. I expected the XD to be more stable, but based on their comments, it must have been a noticeable difference. I’d be curious how the XD stacks up with the rest of the gas 1/2 tons and maybe 3/4 tons as well. Good video.

      1. They ran a test that was well within what for published. These are press-fleet vehicles. If the marketeers at Ford were doing THEIR job, they would have made sure that a truck specific media outlet received a HD payload truck.

        1. Right. Not much better finding a Max Tow option on the lot. At the same time, some brands, who get lambasted on fuel economy, ship most of their trucks in the most capable configuration.

          1. This is not true. The local ford dealer has probably 1/3 to 1/2 of their crew cab inventory with max-tow package. Just because they dont have the tow mirrors doesnt mean they are not max tow. It is not part of the package anymore like it was prior to 2015.

            The thing is, the max-tow pacakge doesnt offer much anymore. It increases the GCWR from like 16xxx to 18xxx lbs. Its not like anyone tow that much with a half ton anyways. It also doesnt increase GVWR like it did prior to 2015. Its just not a big deal to get it anymore.

        2. They are around. I was looking for a 2013-2014 HD Crew cab 4×4 used and found a bunch of them on cars.com

          You can find new ones on lots but usually not close by. they are easy enough to order.

    2. Goes to show that the towing numbers ford claims their F-150’s can tow may be exaggerated for marketing purposes. I would rather feel safe than knowing I have the fastest truck.

      1. How so? The ford handled the load just fine. This wasnt and indictment of ford IMO. It was more of a statement that the titan is a good truck. Both did just fine.

      2. Agreed, @fastboats, everything didn’t go fine for the Ford, they both agreed it felt loose on the downhill!
        I’d hate to know how the Ford would have responded I’d any emergency breaking had been necessary!
        People who think that “because a truck has the power to tow something It’s safe to tow it” scare me.
        Towing irresponsibly is no less dangerous than texting or driving under the influence!

        1. My guess is its because the springs are softer. All it takes is a set of air bags or super springs to fix that and I bet the truck would be significantly more stable.

    3. My question is, the the IKE concrete or asphalt? Anytime I drive on Concrete with my F-150 and towing I get a slight bounce. But the moment I hit asphalt it is a smooth ride.

    4. Yeah! There is too much hype about speed in these trucks. I mean really! What difference does it make if you get up the hill 60 seconds faster?? What a joke. That’s less time than required to park it. Even if it were 5 mins faster that’s still nothing. And this 1 minute is on the toughest hill. In regular driving they would all be equal lol. I don’t get it. The only thing that really matters is durability, reliability, fuel mileage, safe capacity and not some marketing Ford capacities.

      1. It’s about passing. If your stuck behind a slower truck do you have power to pass or will you be stuck indefinitely. The Ford probably could have done the deed in 6 minutes or less if no regard for the law

        1. Agreeed and the Titan struggled and so would my 2017 Tundra. You are also listening to the motor redline and fighting with shift points, the truck even told Mr Truck he could not downshift or he would redline the motor. The F150 you set the cruise and relax. The Turbo motors like a diesel have big torque at low rpms. The boosted motor is a better motor period.

          The reason they time the trucks is because it is important to many viewers/buyers, obviously not for everyone, but if I was highway hauling the 3.5 would be the truck I would buy. I have a need for power, stabilty is important but The F150 has other options to help it out that were not tested here like the HD package and the 3:73 differential. But it held up decent they did not look scared by any means but the heavier truck is more comfortable at pulling, depends on your preference.

          1. I wonder if the added HP and torque in the Platinum F150 would help the F150 when on the downgrade with all else equal. Also the tranny may be tuned differently for the bump in power. But this would be premium vs regular gas. Wait till the 6.2 Denali goes up against the 400HP platinum boosted F150. That will be embarrassing for GM.

          2. The Nissan was definitely not geared perfect for this situation, but the list of grades like this is short. Yes, when called to maintain 60mph up the steepest section, a slightly deeper axle ratio might have put the engine up a little farther still and maintained speed. But this situation is the absolute worst case for highway speed. The chosen ratio makes a reasonable compromise for fuel economy, as last year’s XD (gas vs diesel) fuel economy test showed. Yes, if I were product planning for Nissan trucks, I would have selected a single ratio for the gas and diesel trucks, giving them the same tow rating, with a slightly higher GCWR and GVWR for the heavier diesel. With the Ford’s 10 speed the axle ratio is less important in something like this.

      2. Ramiusprime, so true.

        Those people who are worried about getting somewhere a few seconds earlier are just running from their demons.

        One of their demons is an inability to plan ahead. What they don’t know is they are running over the minivans full of children to keep from their demons.

        Which is of course, exactly what their demons want them to do.

      3. unloaded the f150 will do significantly better than Nissan.better durability,reliability,fuel mileage and safe capacity and its American made by a company that didn’t receive a handout

        1. Nissan did not receive any handouts and it is make in Mississippi, the engines are made in TN. My uncle works at the engine plant. Nissan offers a 5 year 100K warrenty. I had a Titan for 10 years and it was flawless.

      4. If you have ever driven one of these passes then I think you would agree that speed is a part of safety. I live 30 minutes from the I-80 climb out of SLC to Park City UT(3000′ climb through a winding canyon) and it can be intimidating without a trailer.

        You’ve got 18 wheelers in the right lane doing 30 mph. Occasionally one jumps out to pass another at 35-40mph. Then you get the people in cars going 80mph and darting all over the road.

        I would much rather be able to keep up with traffic and effortlessly get around those trucks then have to worry about barely being able to pass one and have a schmuck doing 80 in a Range Rover drive into the back of me. I see it happen all the time to the 18 wheelers, but their trailers are 53′ long and have a 80,000# GCWR.

    5. What’s the practicality of putting helper springs on trucks like this? I know a lot of guys put helper springs on their old half ton Chevys and it helps with the soft, squirrely rear end.

      1. Helper springs (metal or rubber), add-a-leaves, or airbags can make the truck perform much better and safer up to the indicated axle weight and GVWR. You should not assume that the truck has more capability though, just because it isn’t all sagged out.

        1. I run airbags on my 2014 F150 and it helped a lot. I usually load my truck with generator and what not first, level it with the air bags, then put the travel trailer on with weight distribution. It rides like a dream. 65mph in 30-40 mph winds driving to MOAB the other weekedn and its straight as an arrow.

          I will say though, that the best upgrade suspension wise was Bilstein 5100 shocks. The F150 shocks are terrible from the factory.

          1. I put 5100s on my 2012 F150 a year or two ago and I agree- huge upgrade. I could easily compress the original rear shocks by hand after I took them off. Truck had 50,000 miles when I made the switch.

      1. Clarifying- it likely had the max tow package since it had the bigger mirrors. However, we know it did not have the max payload package because this truck had 3.55 gears and max payload of about 2000 lbs. The max payload package has payload around 3000 lbs, a 3.73 rear axle, and most importantly upgraded rear springs. This package would likely have changed the outcome of this video just by having upgraded springs.

        1. You can only get the 3:73 gears in a work package. It wont come in the King Ranch or Limited or Platinum. I think it is only available in XLT and XL mosels and the options you pick are limited as well or they take away the 3:73 gears. Likely why TFL cant get one. Only the upper trims are usually given to them and they only go up to 3:55 gears

            1. As soon as you select max payload package they take stuff away, add any luxury features and they take away the HD package. At least on the Canadian site and my dealer told me the same thing. You cant get 3:73 unless you want a work truck with limited options which is fine with me. It is cheaper and less complicated.

            2. HD Payload is only available up to a Lariat but with no additional options above the base lariat(no 501A or 502A packages).

              A crew cab 4×4 Hd Payload truck will have anywhere between 2350 and 2550 lbs of payload depending on options. 2620 i think its the theoretical max but never seen one that high. Add a few hundred lbs for the 2×4.

    6. Great video guys and you gotta give credit when credit is due to Nissan!

      That Titan was a strong, stable machine and looked pretty good as an extracab too!

      The results of this test are really just simple math though, stiffer springs and more tow vehicle weight equals less moving around from the trailer.

      The Ford would be much better with the Heavy Payload Package and even better on power going up because that pkg also includes 3.73 gearing over 3.55.

      In my opinion it still won’t be as stable as the Heavy Nissan – it’s a like 1000lbs heavier truck in 4×4 trim!

      Basically, the Nissan is like getting an F250 with the 6.2 gas V8. The F250 can carry and pull even more though, especially with the available 4.30 gears!

      So what did we learn today? Nothing!

      The Ford tows this much weight basically like any of the newer light weight half tons, bounced around a bit, and definitely at the limit, but with tons of power in reserve and at relaxed engine speeds.

      The Nissan tows it like any of the Gasoline HD trucks from Ram, Ford, and GM. Stable, controlled, but revving to the moon all the way up the hill!

      Now if we could combine the best traits of both like the Ford’s powertrain into a 3/4 ton platform that would be awesome!!!

      1. Since you bring up the F250…. it’s interesting that by the time you have the HD payload package on the F150, it costs $2k more than an F250 gasser in the same (XLT 4×4 gas V8 crew 6ft) configuration.

        1. Good point Mr Knowitall,

          However, i just went through the ordereing process and to get the F250 gas 6.2V8 and give it a fighting chance towing heavy, you need to order 4.30 gears and other stuff to make it functional.

          I test drove a 2017 F250 XL 4×4 SuperCrew with STX and would of settled for this truck, but it had the 3.73 gears and was a complete dog comparred to F150’s. With the STX pkg you get the bigger tires and wheels, not the little 245 pizza cutters!

          If you get an XL 4×4 crewcab with only extra being the STX pkg which adds just wheels and trim color, pwr windows, Bluetooth, small sync screen, you still need to order the gears, and trailer brake controller, believe it or not it is extra!

          It ends up being only $2k more than a XL similarly equipped Max Tow, Max Payload F150! If I bump the F150 to just the XLT the are almost identical in pricing except I don’t have to pay extra for a trailer brake controller on an XLT!

          I’ve been contemplating this same decision F150 vs F250 gas and have sat down to order one and here’s my conclusion:

          It really comes down to the 95% vs 5% rule. If I’m going to be towing heavy 95% of the time the F250 is the right choice but underpowered in the mountains compared to F150 Ecoboost- Frustrating!

          If I’m going to be towing light or mostly empty the F150 offers many benefits and advantages: smooth riding, quite, excellent fuel economy empty, and easier in and out of.

          In the end I was honest with myself and my user needs and ordered an XL F150Supercab, 4×4 Sport pkg, 3.5tt with max Tow. Yes, wanted heavy duty Payload pkg as well, but can’t get it in Supercab.

          Sticker was right at $41,600, but is now the OTD price.

          I regularly tow 5000lbs to 9000lbs and just sold my F150 exact same truck to the business. It has the 2.7tt, 4×4 Supercab, Sport pkg, payload pkg, and Max Tow and has now 33,000 with about 65% towing miles.

          It is an absolute rocketship empty! Lifetime average economy shows 16.1mpg!

          It has been trouble free except for a pesky returning oil pan leak. I mostly attribute this to rushed dealership warranty repairs and the original factory screwup!

          1. Great insights. I have had PS F250’s & F350’s, 6.2L F250’s and now down to the ’17 F150 EB and swear its the best truck I have ever owned, All while still pulling the same 28′ enclosed trailer @ 11K#. Yes it can toss the F150 around at times but nothing unexpected when pulling that weight. Now if I could get back into an F250 with the EB 3.5L with anything but the 6K# front springs I would be all over it.

        2. It makes sense that its more expensive doesnt it. Its a more advanced, and more powerful engine and transmission. The cabs are the same. The only difference is that the 250 has a 1000 extra lbs of steel in the frame and axles

    7. Boy Mr Truck and and a Gauntlet video that we have not seen in awhile. I had to make breakfast and an extra large coffee before watching this. Nice video and a true real world review.

      Couple of things I wish you guys would have touched on is the F150 options like the Platinum 400Hp and 480 ft-lbs of torque version and the available heavy duty package for the F150. If comparing an HD truck then the F150 should have the HD package. There is also the available 3:73 differential package in the F150 that is a work version of the F150 that may help it down grade and definately up the grade as well. You were basically only comparing one version of the F150, it would be nice to hear about the other options that may affect the result. For example you cannot get the 3:73 gears in a Platinum trim, just a base model is what I found out but could be wrong.

      As far as weight goes the heavier truck is usually better suited for stability control, with all else equal.

      Nice to see some user interference, rather than the truck doing it all. Definately still want to see both cases though.

        1. Yep you are correct. I was going off a video from TFL that stated the F150 Platinum was getting 400HP. Since the Expedition is essentially a F150 it must have been confused. Only the Expedition will take advantage of premium fuel in the 3.5Eb tuned only in the Expedition Platinum to make 400HP. Had to look that up.

          1. I have read that premium fuel adds hp and tq to the Ecoboost motor. I tried to find the video of the Ford engineer talking about it. On F150 forum it was stated 20 horsepower and 10 lbft of torque. Not that that is set in stone by any means.

            1. Very true Bob,

              All ecoboost’s except the Raptor and Platinum Expedition are rated on 87oct.

              Premium should bring the power up to around 400hp 500ftlbs.

              This is the link you were thinking about. He is Ford’s Chief Powertrain Engineer for Gasoline engines.

              The power/fuel ratings are at the 22min mark if you want to skip ahead, but he’s pretty well spoken and quite interesting.


    8. Well; done breakfast. Good video TFL, I feel recharged. Im going to go sand ceiling drywall now until I fell like a bag of sht again. Then I will figure out how to deal with Monday. Maybe watch a PUTC video and add to the misery of Monday.

    9. For $300 put a set of Timbrens on the back of the F150 and you take care of the issue. The underpowered Titan XD continues to prove it’s good at nothing except being the oddball that doesn’t know what it can really do. Nobody wants an underpowered wanna-be HD truck.

      Better yet, for towing 11,000#+ up and down the steepest grades in the U.S. just get a real HD diesel and have the best of everything.

      But you do whatever in the …. you wanna do.

    10. Not comparing apples to apples. A crew cab Ford is going to have less payload than an extended cab Nissan. You could correct the bouncy towing problem by better distributing the weight.

      1. I’m gonna say they probably had it distributed pretty close to ideal. 11,000 lbs simply worked the suspension hard on the lighter truck. At 8,000 lbs the Ford would win big. Congrats to Nissan

    11. Tnt/papa, Apples and oranges. The comparison should be Titan non XD vs F15O or XD vs F150 HD Payload Pkg, but really should be XD vs F250. XD is a half ton in name only.

            1. I agree Scott!

              Just give it the massive cooling system from the diesel, retune it slightly for extra durability, give it 4.10 gears, and let it do it’s thing.

              It would be pure magic!!!

              In a Super Duty the 3.5tt set up like this would be my favorite truck as well.

              Pulling 11-14k with this chassis and power train would be completely relaxing and effortless!!!

        1. The twin turbo would never last in a actual work truck which is why there is no such thing. If it’s such a great reliable motor why hasn’t Ford put it in an F-250??

          1. 2 things to consider…

            People said it wouldn’t last in a half ton truck. 7 years ago.

            Also ford gets about 7k for the powerstroke. Way more than the upcharge for a 3.5 tt. Economics…

            Can you explain specifically which component would fail and at what mileage in an ecoboost tuned for super duty applications?

            1. I don’t have an answer about what, specifically, would fail; however I find it curious that a 3.5L engine is available in the Ford Transit, but if you get a cutaway or chassis-cab Transit you are limited to the 3.7L or the diesel.

            2. Buckwheat thanks for the info. I can’t answer that either. My guess is that Ford is enjoying selling the powerstroke at a premium and they have a nice gas engine option with the 6.2. My guess is is we will probably see ecoboost variants expanded to the HD market when it makes economic sense for Ford. Seems like an ace I the hole but I’m just speculating.

            3. Just thinking that maybe the current 3.5 may be ill suited for hd applications but the tech and architecture could be applied to a cgi block like the powerstroke. Maybe timing chain stretch?

            4. 3/4 and 1 ton trucks also arnt judged on MPG’s so why bother investing in them with an ecoboost/10 speed drivetrain that will inevitable cost more.

              At this point, I would do everything I could to stay out of an F250 in favor of a 150. I would order an HD Payload F150 with the 3.5 and call it a day.

              If they came out with a 3.5 or bigger ecoboost F250 then that may not be true anymore.

            5. 3/4 and 1 ton trucks are absolutely judged on MPG, by the consumer and by the companies that operate them. If it didn’t matter, Fiat-Chrysler and Ford would still be selling their V-10 trucks and GM would still have its 8.1L V-8.

              Consumers had been buying diesel pickups at a substantial upcharge for decades even when they were less or no-more capable than the biggest gasoline stablemates.

            6. (1) The engines have had multiple problems, which Ford has done an atrocious job address (intercooler condensation, carbon buildup, timing chain stretch).
              (2) Asking what mileage a component will fail at is an absurd question, literally impossible to answer so why would you bother?
              (3) What components would fail? Timing chain would likely go, turbos would likely fail before 100K, exhaust manifolds wouldn’t last at all. And, finally, I’d expect it to be pretty heavily detuned, losing a large portion of power production that owners enjoy in the half ton. If not, the cooling system would almost definitely not be able to keep up with the truck.

          2. Of course there are turbo charged engines in F250s; probably 80-85 percent of them sold; just in a different ignition type. DON’T FEAR THE TURBO; there should be no special fear of turbo(s) just because they’re connected to a gas engines and has a different waste gate method. The same manufacturers build turbos for both ignition types, so these fears held by many are mostly those that know very little about them or remember them from way, way back. There are tens of millions of examples across the globe of very durable and reliable turbos going for hundreds of thousands of miles before failing; but of course, like all other engine components, there are some failure rates and those with design or manufacturing or assembly flaws; no different than an NA engine with all the components that go to build it. All in all, however, there is nothing particularly troublesome about turbo chargers these days versus other engine components that should give us pause other than the cost to replace them being fairly high. Not nearly as worrisome or troublesome as (say) exhaust treatment systems for diesel on the point of being particularly troublesome (high failure rate); and batteries for hybrids or electrics on the point of being particularly costly to replace. So since there is this somewhat expensive component added in a turbo charged gas engine versus an NA engine that could go bad, it is a concern, but this concern is being way, way over exaggerated by traditionalist on here that want to keep all trucks with muscle car engines in them forever for whatever reason.

            It’s a comical assumption with respect to turbos and gas engines that has no basis in reality to substantiate what many are saying and assuming.

            Asking why there are no examples of turbo charged gas engines in light, heavy-duty pickups is like turning it the other way and saying that if a naturally-aspired, small-block gas engine would last in a heavy-duty semi tractor, then why aren’t there any examples of them? Of course they would or could be built to last, but the displacement needed to get the torque required would make them unpackable for such a vehicle. But this doesn’t work the other direction. Of course a turbo charged or twin turbo charged gas turbo could last in an F250-F450. There is no reason to assume, based on what we’ve seen so far with Ford’s Ecoboosts since 2011, that Ford couldn’t package their 3.5 in an F250, and it turn out to be as reliable and durable as the 6.2 V8. However, my guess is that if Ford does eventually put an Ecoboost in an F250, they’d use this opportunity to “go further” with respect to capability than what the 3.5 could provide; they could have a medium-level premium engine to go along with the NA 6.2ish V8 so as not to be at a cost disadvantage versus the competition and also so as not to lose those must have a V8 fanatical customers. A better design than the 3.5 TT for a 3/4- 1 1/4 truck would be something more like the 2.7L Ecoboost design, only with larger displacement and maybe inline to help with the cost, especially now, since the newly-reworked 3.5L is a tad more racy than the outgoing model where it now peaks torque up at 3500. Also, it’s all aluminum. On the contrary, the 2.7 Ecoboost design is more diesel like in character and performance, but built for lighter-duty applications, aka 1/2-ton truck. If Ford started from scratch, they could really draw growing interest in an Ecoboost for the Super Duty, because they could offer something closer to the PSD performance and capability for thousands less than the PSD. Something like a 4.0L-4.5L I6 Ecoboost built out of GCI; peaking torque at or about 2500-2800 and peaking hp at or about 4500 would absolutely blow the doors off a 6.2L for performance and capability and during empty-bed driving, it could do as good or better for mpg. We’re talking up near 600 ft-lbs torque at well under 3000 RPM, and HP at a tad over 400 at (say 4500 RPM), and this would be taking in account that it’d be detuned for durability compared to the EBs in the half ton.

            The reason we don’t see it yet is that attitudes are still being changed, or because the PSD take rate is so high, that Ford doesn’t worry much about a gas engine for the Super Duty other than for fleets and low cost, but that has nothing to do with what is possible with an EB for the Super Duty.

            1. You are unbelievable, you just wrote an absurdly long and rambling piece of nonsense telling others that they have an irrational fear of turbos, when YOU don’t have a clue what you’re talking about.

              Try this. (1) Lookup average EGTs of gasoline vs turbo engines. (2) Lookup how a diesel engine cools itself vs. a gasoline engine. (3) THINK about those concepts. (4) Eat a VERY healthy plate of crow, come back here, apologize for not having a clue what you’re talking about, then stop posting until you graduate from high school (or at least get your mother’s permission first).

      1. On paper it sounds great. The big advantage over a proven gas V8 would have to be fuel economy, right? I’m not convinced that the turbo engine would run enough at light load in the taller, heavier truck to get far ahead of the V8. Maybe I’m wrong.

    12. The Nissan deserves credit. We all know it is a tweener truck so it doesn’t fall in any normalized category but it did well here. I have been in a Titan and the engine is nice. Excellent sound to. If I was going to look at trucks the Nissan would be on the list. In fact even when it comes to braking distance it is behind 11’ of the F150. Much better than some other brands. The performance up hill was pretty good too. I seem to think it is one of the best performers in the gas truck realm.

      The F150 did what was expected. Even the grade braking was not to bad. Even though the Nissan was better. But a 10 mph slow down once a minute is not bad and gives the brakes plenty of time to cool. And this is one of the hardest test a truck can do. I still don’t understand why Ford has not installed a overload spring for cases like this or even do what GM does and let the truck sit on the jounce bumper. But a simple shock change could make a difference too. If Ford would add electronic magnetic shocks and stiffen the rear when Towing, it could greatly help in the complaint TFL had here.

    13. I would just like to “echo” what others have been saying. 1. The f150 needs the HD towing package with its stiffer heavy duty rear suspension. That should reduce the “porpoising” they experienced. It would also increase the load carrying capacity of the rear axle. Which would, in turn, allow you to raise the tongue weight, moving that weight forward which again would decrease the bounciness, while also making the tow vehicle’s weight increase and lessen the weight on the trailer axles (better balance). 2. The titan xd is a truck, so give it truck gears in the differentials. If it had something like 3.90 or 4.10 gears. It would not only pull harder on hills, but also hold back better on the declines, without the transmission dropping “in the cellar” constantly. 3. Buy a 3/4 or 1 ton truck and tow with more confidence and capability.

      1. I am with my friend Dan Bush on this one. Can a half ton tow this kind of weight? We just saw it do it so sure it can. Should it? Well, that depends on how often you intend to tow this kind of weight. If the answer is every now and then I would be OK with this but if I had to tow more than 9-10K on a consistent basis I’m looking for that 3/4 or 1 ton truck since they are built for this. I do think the Ford with the HD towing package would do much better but it still wouldn’t change my opinion that a 3/4 ton is the way to go with this kind of weight. I think Ford’s “answer” to the 5/8 ton Nissan (even though their sales numbers are fiscal dust compared to Ford) is the HD towing package. To me the HD towing package just shows that Ford wants 100% of this market covered and covered well. Also, hats off to the Nissan as it did well. I also think that Titan, young as it is, is scheduled for a redistribution sooner than later. I think Nissan should focus on making the Titan look like a Nissan instead of trying to make it look like a nip and tucked Ford, Ram, and Chevy depending on what angle you are viewing it. I’m glad that Nissan is at least showing that they are committed to the fullsize market. Now let’s see how soon Toyota can get a new Tundra to compete with Nissan for the bottom 2 sales spots.

        1. Except Ford has had the HD payload package in some form for like 20 years now, so it was not an answer to the Titan in any way. In fact, the HD F150’s prior to 2015 had a higher GVWR than the current models(8200 lbs vs 7850 lbs) but because they cut 700 lbs in weight the payload increased by a few hundred lbs over the older ones.

      2. The big mirrors mean it very likely has the max tow package. What it does not have is the max payload package, which beefs up the rear springs and gives the truck a 3.73 axle.

        1. Ah, gotcha. I thought some guys on here thought it didn’t have the HD towing package but I could have misread it. That is a really beefy package that would make a difference if the truck has it.

          1. Yeah the max payload package would change the results most likely. It honestly doesn’t need the 3.73 going uphill, but it would likely help with engine braking. Most importantly though are the upgraded rear springs. The floaty, bouncy feeling would be much better handled, if not gone.

            1. All I know if I was buying a new fullsize truck I’m not sure I’d ever make it off the Ford lot. I think Ford is dominating in a way we have never seen in the fullsize market. I’m sure Chevy and Ram know they need to bring a much improved product to stay competitive but the more I see of the 19 Chevy the more I am starting to think it may not be the leap forward they need. The Ram is much different for 19 but it may upset the Ram fans that like the big rig look.

            2. As stated above I think the max payload package is a bare bones work truck. You are stuck with the 4 inch screen. Other options are limited as well. It would be the fastest truck in production but its a work truck, not the typical truck residential buyers will buy.

            3. If this is true, please provide evidence. The ford towing guide does not say it’s a work truck only package from what I can find.

            4. The HD Payload package is not JUST a bare bones work truck. You can get a Lariat Crew cab HD Payload truck with leather and the full Ford Sync 3 nav screen. Even the XLT HD Payload truck can option the 8″ screen, you just get cloth seats.

              It does limit you from getting the higher option packages on the Lariat(501A and 502A) though and it is not available in trims above Lariat.

        2. The big tow mirrors are a stand alone option. They do not come with the max tow pkg or heavy duty payload pkg.

          Heavy duty payload pkg comes with different springs, sway bars, 9.75 axle, 3.73 gears, electric locking diff, 36 gallon fuel tan and special heavy duty 17″, 18″, or 20″ wheels. Max payload rating is only achieved on SuperCrew with 20″ wheels.

          Max Tow includes; 4 pin / 7 pin wiring harness, auxiliary trans cooler, engine oil cooler, 36 gallon fuel tank, class IV trailer hitch, pro trailer back-up assist w/ rear LED, integrated trailer brake controller, smart trailer tow connector, upgraded front stabilizer bar, upgraded rear bumper, and 3.55 9.75″ electric lock rear axle that gets superseded to a 3.73 if you get the heavy payload pkg!

          This truck tested quite possibly had the max tow pkg as it looks, but definitely not the Heavy payload pkg!

          1. It would have to have the 6.5′ bed to have the HD pacakge, which it does not. Also, i dont believe 20″ wheels are available on the HD Package which is why the regular Max-tow trucks have a higher tow rating than the HD trucks. 20″ wheels are required to get the maximum GCWR.

      1. yes the f150 meets the j2307 standard for 11,000. but seeing is believing! and don’t forget, remember what happened when the ram 2500 ran the ike gauntlet two times in a row. the ram 2500 also meet the j2307 standard. my point is even though a truck meets the j2307 standard that doesn’t mean that everyone will be happy with the way some of these trucks, that have been “approved” by j2307 standard, perform. both of these trucks are great trucks as is under most conditions. Maybe just not great for pulling 11,800 lb. trailers up the ike as is.

        1. @Dan Bush
          The F150 pulling that weight and feeling uncontrollable and bumpy with 9 applications of the brake coming down a mild gradient, would fail Australian Design Rules for towing. Driver has to feel comfortable going up an incline and more importantly feel very comfortable coming down.

    14. I would like to view this test with a gmc 2500hd crew cab with 6.0 and xd gas crew , the 5.6 is way more powerfull , I towed my fiver 2 times from canada to south carolina and rock solid stable and powerfull ( enough to keep 70mph) into pennSylvania grade , I remembered an f-150 with a big montana that cleary could not keep up and the stability was clearly not there , Its a nice truck but not for heavy towing and never in hell timbrens will improve this , I Would even take the diesel xd and overload it and the truck would be way safer than fake 1/2 number

    15. What’s nice about that new 3.5 ecoboost and ten speed is that they put it in the XL entry package. I don’t have to buy a lot of fancy chrome to get a top notch engine that tows well.

    16. Kris S
      You’ve hit upon what I believe to be why ford has been and continues to be the best selling truck maker. Choices, and making those choices available to the masses. They did it with the model t, they did it with the original mustang and again with the 5.0 mustang, and now with the f150 ecoboosts. They were all something that people like you and I could actually hope and afford to own!

    17. TFL- did you manually shift the f150 going downhill like you did the nissan? I don’t see how 9 brake applications is possible if you were manually shifting to engine brake.

    18. I’m noticing a trend. Ford guys have sensitive ego’s. Matter of fact I knew a guy in high school who was a Ford guy, and when I told him I didn’t like Ford any more he unfriended me. Yep, it’s definitely a Ford guy THING!

      1. Will,

        I agree, in general, people who buy Ford trucks are concerned with appearance and have a hard time with the more sophisticated aspects of engineering.

        Ford is better at sheet metal and rust protection, while the others are better at smart engineering.

        And that attracts a more shallow, skin deep kind of person.

        No one can get close to GM’s platform dynamics. They are incredibly well thought through and integrated. That is why the GMs drive so much better, especially when towing. The confidence is very apparent, and why GM has dominated in towing reviews for decades now.

        GM’s engines are generally more reliable and long lasting.

        RAM is really good at engine longevity and reliability. And of course, they beat Ford to the punch on a fully boxed frame by many, many years.

        And RAM was very smart to partner with Cummins and now Toyota for engines and transmissions respectfully.

        Ford never should have treated the Dodge Brothers badly. The model T’s engine that Dodge built, was the only time Ford really had a good engine. Its been a looooooooong time since then.

          1. Yes, if you can’t see patterns and generalities, you can’t see. Because it is the truth that there are generalities with people and with trucks.
            Many regard the ability to see patterns to be a form of genius.

            1. Or the inability to look beyond their preconceived notions.

              But don’t take my word for it, I’m no genius. Self proclaimed or otherwise.

        1. “I agree, in general, people who buy Ford trucks are concerned with appearance and have a hard time with the more sophisticated aspects of engineering.”

          Is that why GM and RAM come out with upteen million super cool special edition trucks? Like the Colorado Trail boss that adds some Wrangler Duratracs and a super cool light bars for $8000? Please.

      2. They all make good trucks. It is pretty dumb to lump a group of people like “ford guys” together and claim we all have sensitive egos. Statements like that are a useless waste of time.

            1. Yes, but you wouldn’t know how to. And there are smart replies to smart posts too, but you have struggled with that too.

              If you have a problem with what is said, you can refute it with evidence, rather than just ad hominem arguments, which are arguments that dumb people use.

            2. If anything, the ford guys dont care about appearance. We dont need a ‘Mericun V8 to feel good about our trucks. I am totally content driving around my stock looking V6 weed wacker motor.

        1. Neither of us said “all” Ford guys have sensitive egos. We said “trnd” and “in general”.

          So not only do you have a sensitive ego, you also can’t read well.

            1. And by “truth” you mean making baseless insults against a broad group of people, simply because they drive a different brand of truck than you. Got it.

          1. It mostly because people like you come on and generalize about “Ford guys.” And make comments about how Ecoboost are unreliable and all blow up, and get terrible gas mileage. meanwhile, in reality, the people who own them love them and feel the need to defend them from people who have the ability to say whatever they want on the internet.

    19. Also Ford lost because it feels too light. Doesn’t break as well and has bad towing characteristics when loaded this heavy. Light and powerful work great in Nascar, but not with trucks pulling heavy loads. There’s an obvious reason they picked the Titan. I do think having turbo’s make these motors perform very well at altitude. The jury is still out on whether or not these motors will go 300,000 miles with a low cost of ownership. I would like to see GM produce a supercharged V8 to compete with Ford. The idea of having a twin turbo V6 doesn’t sit well with me, and I really hate the fact that Ford started this trend. Also they don’t get good fuel economy in the real world which is why Ford came out with this type of motor in the first place.

      1. Will,

        Your not making any sense or more likely distorting the truth!

        In this video in the real world the Ecoboost got the exact same 3.0mpg going up the Ike as the Nissan, but did it more than a full minute faster?

        If anything it actually got better mileage because it was making much more power and able to go faster! What would it have gotten in mpg’s if it slowed down to the Nissan speeds?

        How does this equal less mpg’s, in the real world, pulling the same load, up the same hill, on the same day???

        TFL has pretty much eliminated the human bullshit factor with this type of accurate, real world testing!

      2. There are a couple folks on the F150 forum that have over 300k miles on totally stock ecoboost trucks. Regular maintenance and one guy had to replace the throttle body twice I believe and he tows everyday for work.

        1. You can always find a high mileage example of almost any vehicle.

          There are people whose jobs it is to haul something across the country. All highway miles, so easy miles on a vehicle.

          The test is for a vehicle to last towing n the Rockies bad trails. This I now about personally.

          I would never rely on a Ford for that. Believe me, I’ve tried.

            1. No he spends too much time on TFL formulating anti ford posts to actually know anything.

              I’m not sure how you become so bitter against one brand but it turns most people off and makes you look silly.

            2. Easy to become bitter about a brand when they have let you down over the years

              And also when they are tested by independent sites like this very web page who test them and finds they are not well sorted when doing a job.

              Hello, you are writing your comments on a page with a video where Ford was found to have bad engineering. Not my words.

            3. And the bad engineering was what? Common sense a regular half ton (any brand) will not handle a load as well as an XD, which essentially has a 3/4 ton chassis. Is it bad engineering that a Chevy Colorado would handle it even worse than the F150?

      1. And pretty much everyone will tell you 9k lbs isnt feasible for the average person anyways. If you are taking your family camping with a travel trailer, then a half ton is going to be over payload or some other limitation with a 9000 lb trailer.

    20. Good review. I think other folks have stated what most of us already knew.

      – 3.5 ecoboost has plenty of testicular fortitude.

      – The half ton chassis is now the limiting factor for tow ratings. Not power.

      – Too much tow vehicle chassis stability is just enough. Just enough stability is not enough.

      – An all iron 3.5 ecoboost tuned for work would make the F250 in a class of it’s own that would fit many users needs. Including mine.

      1. An all iron 3.5 ecoboost? Seriously? What are you smoking? How much would the compression ratio have to drop? How heavy would that be? 700 lb ecoboost engine? Just stop posting.

    21. The F150 definitely makes it look easy going up,but down hill it needs HD package to keep it from bouncing around.The titan is more stable with this load ,but Nissan needs to offer a 3.73 or 4.10 to help the engine out..imo .It would be nice if ford offered a 6.2 as an option,that would probably take alot of sales away from 5.0 or ecoboost..

      1. I’m thinking if Ford added magnetic shocks that firmed up when towing, it may help a lot. I was just thinking that before they added the weight distribution hitch the F150 sagged about 4″. This should put the suspension in the firmest position because it is loaded. But after the adjustments they said it was writhing 1/2″ of ride height. That is in the comfort spot. So it makes me wonder if TFL let it sag more if that would help or not. But if Ford would offer electronic shocks, that could be a big difference. I also wonder how a fifth wheel would do. They are more stable by nature. So a 11,000 travel trailer is likely a much better and controlled ride.

        1. The stock shocks on F150s are bad. No doubt about it. Going to stiffer bilsteins on my 2014 not only improved the towing and hauling performance, but the empty ride is actually better with the stiffer shocks.

        2. If Ford only licensed GM’s technology, they would have a confident towing truck. The magnetic shock was developed and is on its third or so version from GM.
          Ford actually licensed it from GM for its Mustang. And so does a lot of car companies now, finally.

    22. Aren’t gas turbo exhaust gases much hotter than turbo diesel exhaust? I always thought this was so because gas engines must run leaner.

      Could this be why you don’t see turbo gas HD pickups? Supercharged?

      Didn’t tfl have heat soaking problems in the f150/Raptor drag race.

      1. Diesels run leaner than gasoline engines. Diesel combustion gets sooty above ~half stoic, while gasoline engines run just above or below ideal mixture. Diesel engines are limited in RPM by useful combustion time, (this limits useful rpm. Above 4000rpm thermal efficiency and emissions go out the window) that’s why gasoline turbos will always make more HP given similar levels of technology. Turbo gasoline engines do end up using some of the same tech and materials as passenger car diesels to deal with hot exhaust gas and high internal stresses. The 2.7 Ecoboost could practically be mistaken for a diesel engine in construction.

        1. Gas engines run hotter than diesel engines because the gas burns hotter and faster. Diesels can run any AFR they want and 40:1 is not out of the ordinary. My tuned Jeep runs at nearly the same boost at part throttle as it does at full throttle.

          A gas engine will run in the 11-13:1 area usually.

    23. Going forward I’d love to see what oil and trans temps are doing in a given test truck. Would be nice to see how this sort of torture impacts oil and ATF degradation/change intervals.

      1. In order for that test to be valid we would need to know the operational range of temp for the transmission. For instance the 6R80 in the F150 needs to be over 200F just to check the fluid level properly. Newer transmissions are designed to operate at higher temps for the efficiency. Oil temps still should be similar. However I have wondered what GM engine oil temps are since they run their engines about 15F hotter than everyone else.

    24. Nissan for the Win. No doubt Ford has the power but there is more to the equation when it comes to a comfortable towing experience. I would rather be a few minutes behind with a pleasant experience then be there early with a “puckering” experience.

    25. Know one asked this question. Is Nissan going to have a tt v-6 ? That is big question for Nissan Titan. They got pummeled on the MTN and you have to know Nissan didn’t like what they saw.

      1. I find something puzzling to me. Why after all this time do all the other truck manufacturers (GM, RAM Toyota, Nissan) continue to avoid turbo charged engines in their trucks. We know Ford’s ecoboost is fast, tows well and sells well. So why haven’t they “got in on the action”. I would like it if the TFL crew would ask that question to the competitions spokespeople and get their take.

          1. Yep I agree rambro except the stagnant part. Ford is changing that mentally with tt v-6 in the half ton market. I believe Ford caught competition with there pants down with it. Of course aluminum just adds insult to injury.

        1. Dan bush every body wants best truck to go up the MTN, they don’t buy the best truck to go down the MTN. No one walks up to you say how your truck come down the MTN ? I look at this compareson with F-150 eb competing with the others. The F-150 is going up the MTN, walking that dog and kicking that cat and the rest is just playing second fiddle. And like you said when is the competition going to go any turbo type engine? Yet the silent is deafening from the competition. Right now Ford F-150 EB owns the Ike.

    26. Question for Nathan & Kent – At 5:10 of the video when you are putting the Gen-Y in the F150 receiver, I noticed the hitch pin clips were all on the left side of the hitch. I was always taught the clip side is on the right. This is because if you lose a clip, the crown of most roads will tend to keep the pin in place (if you are in the right lane which is typical). This seems to make sense even though losing the clip would probably be bad regardless…The way to remember is always stick the pin in with your left hand. Is this an old wife’s tale or a legit practice?

    27. Mr. Know it,

      I suppose I’m asking, within reason a diesel only suffers bad emissions when it runs overly rich. So it will have lower exhaust temps if you run it rich. If you lean it out it will have higher exhaust temps correct? You can use fuel mixture to cool exhaust temps, correct? A really efficient running diesel will produce higher exhaust temps, correct?

      But you have a much lower range of combustion mixture for the gas engine. You have to keep it close to 15% or you lose power.
      And the more efficient you make it the hotter the exhaust temps get, correct? You really cant use fuel mixture to control exhaust temps without really testing the reliability of the engine, correct?

      The reason I ask this is because tfl, claimed the tt3.5 lost power due to heat soaking after just a few 0 to 60 runs that were broken up with slow returns to the start line.

      I’ve never heard of this problem in any of their other tests.

      1. Was it the hard passes that caused the heat soaking?

      2. Or was it the low air flow over the inter cooler on the return to the start line.
      My old econoline van would suffer vapor lock under those conditions that we had to overcome by insulating the fuel line.

      3. Or was it something else completely. Like poorly designed inter cooler.

      1. It’s real easy Buddy,

        Heat soak is when something with lots of power gets ran hard and put away wet!

        Meaning they run it at full power then immediately park it again without enough airflow to cool it down. Older non fuel injected engines used to have a big problem with this and it was also called vapor lock.

        When the fuel got hot enough climbing a long grade or something it would get so hot the vapors would actually stop the fuel from flowing.

        Fuel injection took away this issue because it is ran at much higher fuel supply line pressures.

        Turbocharged engines are very susceptible to heat soak robing power because the pressurized airflow going into the Intercooler can be upwards of 300*

        The Intercoolers job is to cool this temp down to within 20* of ambient outside air temperature, which an effective Intercooler easily does – WHEN IT HAS AIR FLOWING THROUGH IT!

        When you make a quick short run at full power then immediately park or stop, you get massive heat soak!

        This is why you always see Dyno tests with a Huge fan in front of the vehicles so they won’t heat soak and loose power!🎃

        Ford’s Raptor comes with a special Fan just for the Intercooler to deal with this issue that other regular F150’s don’t get??

    28. Have towed with all kinds of trucks mostly 3/4 and 1 ton from the 70’s to the 2000’s. I agree that the heavier springs and tires make for easier driving while towing.

      When these trucks are empty they are cumbersome at best. With the higher towing capacities of the 1/2 tons I have taken advantage of them. I have a 2017 Raptor and a 2018 F150. Both trucks are very capable and I feel very confident towing with either. The F150 is more capable and in conjunction with Trailer Sway Control makes them very safe.

    29. Looking at the Video. The Ike has a modest gradient, although it goes to 11,000ft. Ford F-150 is not capable of towing the 11,000lbs if the brake has to be applied 9 times and the Pickup and trailer felt uncontrollable ,coming down. It would fail Australian Design Rules certification.
      There are the Blue Mountains near Sydney which go to 4000ft but you are climbing 3000ft. Gradient varies from 7-8%

      1. I think it is great to hear RR’s perspectives from Aussie land. This website is for truck enthusiasts and I’m glad we are reaching an international audience. It is also neat to hear RR educate us about all the international options.

    30. I really think a pair of air bags/supersprings and a decent set of shocks would make the F150 towing experience vastly better. I know this is a stock vs stock comparison but pretty much anyone who tows on the F150 forum has at least some kind of spring assist device and possibly better shocks. Best thing I ever did was put the bilstein 5100’s in my truck and there are even better options out there.

      You gotta remember most of these 1/2 tons are getting groceries 95% of the time and then towing the other 5%, MAYBE. They are designed to be good daily drivers with decent towing capabilities, but its very easy to improve upon it.

    31. I would be surprised if this F150 had much more than 1600 lbs of payload capacity in that configuration(4×4 Screw Lariat with options). If it wasnt right at or over payload capacity once they hooked up an 11,000 lb trailer and those two guys got in that would be impressive.

      I mean, each of them must weight over 200 lbs? 75 lb-100 lbs for the hitch? 1100 lb(10%) tongue weight?

      It also doesnt appear to have 20″ wheels. This means that it doesnt have the max GCWR and is missing a few of the uprated components for the top tier towing package. Ford say: “Max GCWR/Max Tow achieved on SuperCrew® when equipped with 20-inch Wheels. This configuration will also come equipped with max springs, steering gear, and upgraded stabilizer bar.” For 2018 they released a new 4050 lb RAWR which has stiffer springs but because this truck did not have the 20″ wheels it likely had the 3800 lb RAWR will softer springs.

    32. perhaps you should have used a Ford Supercrew 157” with 20” wheels and max tow. I understand those trucks are beefed up a bit more than the 145” versions. The extra wheelbase, stiffer springs, and thicker stabilizer bar might have giving you the ride you wanted.

      1. This is how my 2014 f150 is set up(157”, 20” wheels, max tow) and I literally forget my 5500 lb travel trailer is behind me sometimes. I drove down to Moab last weekend in 30-40 mph winds and it was dead straight.

    33. These Ford guys are cracking me up.. The truck was priced $10k more then the Titan and the Ford only needed this and that and then it would be better and felt safer. It was a stock comparison, get over it. Maybe if the Titan had a 747 strapped to the bed at full thrust it would of beat the Ford to the top.

      1. Really, cause an extended cab base model should be compared to the Lariat crew cab on price? Use some logic.

        The reason people mention upgrading shocks and air bags on the F150 is because its $500 and a few hours on the weekend to do for a huge improvement in stability that would probably bring it close to par with the Nissan.

        It would cost a lot more to strap a 747 to a truck.

    34. Sorry you cracked up. Sorry you cannot tell the difference between a 3/4 ton and a half ton. Sorry you cannot tell the different between low end extended cab and high end crew cab. Sorry you have to defend the Nissan.

    35. Half tons are too light to tow heavy loads safely. 3/4 ton vehicles are super heavy duty and have a very unforgiving ride. The Nissan meets in the middle and is a very impressive truck. I bought the V8 and am smiling every time I drive it. Great truck, great ride, and all the capacity most folks will ever need in either towing or payload. One year and still smiling. Coworker has the diesel and loves it. Had his for about the same time. The only thing I don’t like is the radio. Sounds good but Nav sucks and bluetooth is a bit buggy at times (could be the phone too). Then again most stock systems were designed by idiots that don’t understand tech.

      1. This is off topic, but I have an Titan xd sl with the RF system in it. It sounds good but I had to use foam around the sub to lessen the vibration. I also grin from ear to ear every time I drive it. Your right about the 3/4 ton thing I also have a 2003 Ram 2500, and I can’t drink coffee in the morning without spilling my sippy cup. The Titan is smooth enough I’m not a mess when I get to work.

    36. I tow 9,000 lbs around the southeast. Up into the Blue Ridge Mtns but nothing like the IKe. I towed with a 1/2 ton for years and put up with getting pushed around when towing. Just part of the problem of a trailer weighing a ton or two more than the truck. Then I towed the same load with a 3/4 ton. Control was night and day. A little over a year ago I got a Titan XD gas. I can tow with as much confidence as the 3/4 ton plus actually enjoy the ride when I’m empty. By the way towing comfort is not just about having HD springs and shocks it’s also about having a tow vehicle closer in weight to your trailer that makes towing more comfortable in all conditions. Plus the crew cab Titan XD WITH a 6 1/2 ft bed is an added feature hard to find on 1/2 tons. Love the truck even if the heated/cooled seats suck.

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