Ford Super Duty 6.2L Mileage?

[sdef]

After I responded to JJZ's post, all of these other ones suddenly popped up. It seems most folks have similar experiences.

Coobie and Eric, interesting points. My heavy towing (10.5k or so) would not be often nor for more than a couple hundred miles. The RIGHT heavy duty 1/2 ton could satisfy my needs, while providing a better ride for the unloaded times. But for the slight money difference between 1/2T and 3/4T, I am highly leaning towards the max. gasoline setup, as this is how I do things. I learned long ago that having something that is right on the edge of its capabilities is not where I want to be. And I was given a badge by a co-worker that says, "A little overkill never hurt anyone". Ha, ha. Matches my personality.

I have owned a few TC vehicles over the years and have not had them in my thoughts for a heavy duty gasoline hauler. My knee-jerk thought is a 6.2 in a 3/4T could provide more useful towing usage than a small displacement TC'd 1/2T rig when encountering hills and such, with similar upfront and gasoline costs. But I only have practical TC experience with cars. My blueprinted 1987 Buick GN was a really bad ride and my warmed up 1990 Nissan 300 ZXTT was the baddest street car I owned or have driven. And the roots blown 1990 Thunderbird was the smoothest engine I have owned. But I see neither TC engine as working well as a heavy hauler.

However, I know TC engine technology has been improved and a friend's newer TC'd BMW acts more like a direct driven roots type blown engine with no turbo lag. Quite an impressive engine.

Does anyone have any experience with a Ford TC 3.5 in a truck?

 

[MinnesotaEric]

After I responded to JJZ's post, all of these other ones suddenly popped up. It seems most folks have similar experiences.

Coobie and Eric, interesting points. My heavy towing (10.5k or so) would not be often nor for more than a couple hundred miles. The RIGHT heavy duty 1/2 ton could satisfy my needs, while providing a better ride for the unloaded times. But for the slight money difference between 1/2T and 3/4T, I am highly leaning towards the max. gasoline setup, as this is how I do things. I learned long ago that having something that is right on the edge of its capabilities is not where I want to be. And I was given a badge by a co-worker that says, "A little overkill never hurt anyone". Ha, ha. Matches my personality.

I have owned a few TC vehicles over the years and have not had them in my thoughts for a heavy duty gasoline hauler. My knee-jerk thought is a 6.2 in a 3/4T could provide more useful towing usage than a small displacement TC'd 1/2T rig when encountering hills and such, with similar upfront and gasoline costs. But I only have practical TC experience with cars. My blueprinted 1987 Buick GN was a really bad ride and my warmed up 1990 Nissan 300 ZXTT was the baddest street car I owned or have driven. And the roots blown 1990 Thunderbird was the smoothest engine I have owned. But I see neither TC engine as working well as a heavy hauler.

However, I know TC engine technology has been improved and a friend's newer TC'd BMW acts more like a direct driven roots type blown engine with no turbo lag. Quite an impressive engine.

Does anyone have any experience with a Ford TC 3.5 in a truck?

I have a 2011 with 3.55 gears and a 3.5L. Towing 10,000 pounds and it'll downshift to 5th sometimes 4th gear on hills (consider Minnesota is relatively flatish). Power is ample. Locking out 5th gear gives me a final drive shorter than the option 3.73 final drive and so I see no point in getting a short gear version.

 

[sdef]

I have a 2011 with 3.55 gears and a 3.5L. Towing 10,000 pounds and it'll downshift to 5th sometimes 4th gear on hills (consider Minnesota is relatively flatish). Power is ample. Locking out 5th gear gives me a final drive shorter than the option 3.73 final drive and so I see no point in getting a short gear version.

Thanks Eric. I do not want any gear numerically larger than a 3.73 either. The GM 6.0 requires a 4.10ish type gear to have similar towing as the Ford 6.2 with 3.73s (4wd in my case). You guys have peaked my interest and I will now have to investigate the various Ford truck forums for extended TC 3.5 truck information. This will give me something to do while traveling back from the tundra (Iowa) to my warmer climate, although I see that since I am going back home it will be warming up around here.

 

[timberjackrob]

I can see where the 373 work well on flatter ground mine will sometimes want to shift to second on some big hills towing the travel trailer I think the 430 would prevent that and keep the engine rpms where they should be but for most towing the 373 is ok

 

[JJZ 109]

Thanks Eric. I do not want any gear numerically larger than a 3.73 either. The GM 6.0 requires a 4.10ish type gear to have similar towing as the Ford 6.2 with 3.73s (4wd in my case). You guys have peaked my interest and I will now have to investigate the various Ford truck forums for extended TC 3.5 truck information. This will give me something to do while traveling back from the tundra (Iowa) to my warmer climate, although I see that since I am going back home it will be warming up around here.

Another thing to consider might be braking. Is the F250 set up with a more robust braking system for the heavy loads? Has Ford compensated for the heavier towing ability mentioned here for 150's? I don't know, so I thought I'd throw the question out there. I've got my 250 so it doesn't really matter. But to someone like sdef who's in the decision making process the information might help.

 

[MinnesotaEric]

Whoops, meant to say locking out 6th gear gives a short gear for towing.

If i never towed a thing, I'd get the 3.5L ecoboost in the 3.31 final drive. The engine has plenty.

 

[sdef]

Another thing to consider might be braking. Is the F250 set up with a more robust braking system for the heavy loads? Has Ford compensated for the heavier towing ability mentioned here for 150's? I don't know, so I thought I'd throw the question out there. I've got my 250 so it doesn't really matter. But to someone like sdef who's in the decision making process the information might help.

Thanks again JJZ. I have thought about this aspect also and the 3/4T does have larger brakes- or did, anyway and is an important feature to me, along with the stronger frame. I have towed loads with borderline or worse braking and do not plan to revisit that potentially dangerous, pucker factor again. I am pretty sure I am Ford 6.2 and 3/4T bound with 3.73s, for all of the extra capabilities. As Timberjack alluded to, if I were to tow more in areas that included mountain-type driving, I would go to a larger gear.

The heavy duty 1/2T 3.5 is an interesting option. And since I am at the investigation/getting close to purchasing stage, I need to check out all reasonable possibilities. I believe I have done so with all other reasonable options, even briefly considering a 1T flatbed...

 

[sld]

While I am sure it would pull it since it's rated for it, but 11,700 behind a 1/2 ton is a handful. Even behind a 3/4 ton that's a lot. Especially in the hills.

I have pulled a 5500 lb boat on a 5 hour drive with my 2007 V10 F250. The first 3 hours are pretty flat and the rest is in the Ozark mountains with winding narrow roads. My buddy has pulled the same boat with his 2012 ecoboost and we both have time behind the wheel of both trucks. We agree there is a distinct added comfort factor in my truck in the hills. On flat land it was a virtual toss up. My V10 got right at 10 mpg and the ecoboost was a shade under 11 mpg. The ecoboost has 3:73's but my V10 has 4:30's.

I guess it might all depend on the terrain you will most likely drive in.

 

[sdef]

While I am sure it would pull it since it's rated for it, but 11,700 behind a 1/2 ton is a handful. Even behind a 3/4 ton that's a lot. Especially in the hills.

I have pulled a 5500 lb boat on a 5 hour drive with my 2007 V10 F250. The first 3 hours are pretty flat and the rest is in the Ozark mountains with winding narrow roads. My buddy has pulled the same boat with his 2012 ecoboost and we both have time behind the wheel of both trucks. We agree there is a distinct added comfort factor in my truck in the hills. On flat land it was a virtual toss up. My V10 got right at 10 mpg and the ecoboost was a shade under 11 mpg. The ecoboost has 3:73's but my V10 has 4:30's.

I guess it might all depend on the terrain you will most likely drive in.

Pretty much my thoughts as far as performance is concerned and thanks a bunch for confirming this with real world use. "A little overkill never hurt anyone".

 

[JJZ 109]

Thanks again JJZ. I have thought about this aspect also and the 3/4T does have larger brakes- or did, anyway and is an important feature to me, along with the stronger frame. I have towed loads with borderline or worse braking and do not plan to revisit that potentially dangerous, pucker factor again. I am pretty sure I am Ford 6.2 and 3/4T bound with 3.73s, for all of the extra capabilities. As Timberjack alluded to, if I were to tow more in areas that included mountain-type driving, I would go to a larger gear.

I agree. If I'm hauling $30-40k worth of motorcycles 1200 miles, I don't mind some overkill. Same thing with my business trailer. It's been weighed at around 5,500. Not much for a 250, but when there are several thousand dollars worth of equipment & tools and it's how I make a good chunk of my living, I'll take the heavier duty truck. 95% of the time the business trailer is not towed with the pickup unless there are tight spots at job sites. It's usually done with an F450 bucket truck with V10, so I'm pretty much covered.