2112
Texas
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Joined: 07/16/2011
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wing_zealot wrote:2112 wrote:I…Engine breaking is not an EcoBoost strong point…. It’s night and day different with the 10 spd transmission. I can't see only a transmission having much of a noticable affect on engine braking performance unless it shifts to a higher engine rpm at a given speed. If they shift to a similar ratio and the convertor is locked, the results should be the same. There may be technology or engineering improvements at play.
I can say when I tap my brakes the 1st time my rpm jumps to 26-2800. Tap it again and it jumps to a little above 3000, maybe 3300.
2011 Ford F-150 EcoBoost SuperCab Max Tow, 2084# Payload, 11,300# Tow,
Timbrens, PullRite SuperGlide 2700 15K
2013 KZ Durango 2857
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mooky stinks
Cicero,NY
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Joined: 07/26/2008
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The rig in my signature “engine brakes” better than any gas tow vehicle I’ve had including GM’s 5.3, 6.0, and 6.2. BTW my 5er weighs 10K lbs so it’s not exactly light for a 1/2 ton.
2020 F150 XL Screw 4x4 6.5”box
3.5 ecoboost Max tow HDPP
7850 GVW. 4800 RAWR
2565 payload
2020 Cougar 29RKS 5th wheel
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blt2ski
Kirkland, Wa
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mooky stinks wrote:The rig in my signature “engine brakes” better than any gas tow vehicle I’ve had including GM’s 5.3, 6.0, and 6.2. BTW my 5er weighs 10K lbs so it’s not exactly light for a 1/2 ton.
Assuming the OP has speed an F150 equal to this rig, I seriously doubt there will be an issue towing the trailer they have speced. I would also suggest the smoothest exterior walls you can get vs the lighter corrogated aluminum. Yeah Al is lighter by 400-600 lbs vs a smooth fiberglass wall. But it will cost you .5-1 mpg in lack of aerodynamic wind flow!
My 2014 gas GM 4.3 is as good a performer, grade braking etc as the BB454s I've had. I'm sure the newer designed 6sp vs 3 & 4sp auto trans helps. The EB has 50'ish% more HP and torque than I have. I would think it would perform well.
Marty
92 Navistar dump truck, 7.3L 7 sp, 4.33 gears with a Detroit no spin
2014 Chevy 1500 Dual cab 4x4
92 Red-e-haul 12K equipment trailer
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FishOnOne
The Great State of Texas
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Joined: 02/12/2011
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2112 wrote:wing_zealot wrote:2112 wrote:I…Engine breaking is not an EcoBoost strong point…. It’s night and day different with the 10 spd transmission. I can't see only a transmission having much of a noticable affect on engine braking performance unless it shifts to a higher engine rpm at a given speed. If they shift to a similar ratio and the convertor is locked, the results should be the same. There may be technology or engineering improvements at play.
I can say when I tap my brakes the 1st time my rpm jumps to 26-2800. Tap it again and it jumps to a little above 3000, maybe 3300.
Like the 10 speed keeps the engine at it's sweet spot for pulling up hill, I would suspect the 10 speed would do the same for keeping the engine at it's sweet spot (max rpm's without over reving) going down hill for maximum engine braking.
'12 Ford Super Duty FX4 ELD CC 6.7 PSD 400HP 800ft/lbs
"200k Mile Club"
'16 Sprinter 319MKS "Wide Body"
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Mike134
Elgin, IL
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Is it just me or there seem to be a lot of 6 beer opinions/guessing at this point in the thread?
2019 F150 4X4 1903 payload
2018 Adventurer 21RBS 7700 GVWR.
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Grit dog
Black Diamond, WA
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I’ve only had 3 beers….but it’s 7am so there’s that. Lol
2016 Ram 2500, MotorOps.ca EFIlive tuned, 5” turbo back, 6" lift on 37s
2017 Heartland Torque T29
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philh
Belleville MI
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I didn't have the high capacity F150, but that little ecoboost engine did quite well on my GVWR IRC of 5,500. I get that going through mountains in TN and KY is not the same as out west, but with cruise control set, I gained a maximum of 5mph. Truck down shifted to keep the speed down.
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joshuajim
Mojave Desert
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Joined: 04/29/2006
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I’ve been towing my 8000# (scale weight) trailer since 2013 with my HDPP F150 Eco. Payload is 2560#. Many many miles in the mountain west and I have never had an issue with engine braking being insufficient. I down shift early keeping RPM in the 4000 range and have never experienced beyond moderate use of the service brakes.
Now mileage, it sucks. At 60 MPH it’s 8 to 9 calculated because the lieometer is always 1 to 1 1/2 higher. LOL Bare mixed mileage rarely exceeds 14. I think the combination of LT tires and 3.73 diff kills it.
RVing since 1995.
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Groover
Pulaski, TN
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joshuajim wrote:I’ve been towing my 8000# (scale weight) trailer since 2013 with my HDPP F150 Eco. Payload is 2560#. Many many miles in the mountain west and I have never had an issue with engine braking being insufficient. I down shift early keeping RPM in the 4000 range and have never experienced beyond moderate use of the service brakes.
Now mileage, it sucks. At 60 MPH it’s 8 to 9 calculated because the lieometer is always 1 to 1 1/2 higher. LOL Bare mixed mileage rarely exceeds 14. I think the combination of LT tires and 3.73 diff kills it.
I don't think that the LT tires are the problem but the tread might be. I get much better mileage with my LT all-terrain tires than what you are reporting and I don't think that the 3.55 gear ratio is that much different either. In stop and go it does about as well as I expect a 5,600lb vehicle to do, which is in the lower teens when empty.
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Grit dog
Black Diamond, WA
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^Location location location!
TN vs Mojave desert, mpgs could very well be the difference between how fast one drives.
TN = not much for straight long middle of nowhere drives. Mojave = 2 hours to the next source of water and so desolate you could probably watch your dog run away for 2 days straight in many places!
When I’m in N WI ( think Tennessee driving) most highways are 55mph limit and practical limits is maybe 65-70 in open areas. Combined with many backroads which are slower.
When I’m in the desert SW, most road trips are 80-100mph on a freeway or long 2 lane that you could take you hand offf the steering wheel for 15 minutes and not even drive off the road!
Guess where I get better mpgs?
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