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Story and Photos by Perry Mack
Ford claims the number one spot in Canada in the half-ton segment based on number of units sold by selling over 100,000 units in 2012. That doesn’t mean they’re the best truck – it just means they sold the most.
One of the few companies not to need a bailout during the recent economic collapse, Ford was able to bring new powertrains to market before their competitors. The most significant to RV’ers is the 3.5l, 6-cylinder EcoBoost engine. I had the opportunity to test drive a number of different models through the Alberta Badlands under different payload and towing conditions to see how the engine performed.
The reason it is a game changer for RV’ers is that, according to Ford, it provides the benefits of a diesel engine without the downsides. The achieve the broad torque range (pulling power at low engine rpm) by using new technologies to build a turbo-charged, direct injection V6, which generates this amazing amount of power using less fuel. More power to tow and lower fuel costs – pinch me, I must be dreaming.
The numbers are impressive for a 6-cylinder engine – 11,300 towing capacity (increased from 2012), 3100 lbs payload, 365 hp and maximum 420 ft/lbs of torque generated at a low 2500 rpm.
But so far this is all Ford talk – how does it perform in the real world?
Towing Performance
The trailer held a bobcat and provided a total trailer weight of 10,000 lbs. We were driving an F150 with the 3.5l EcoBoost engine. Switching to tow-haul mode and connecting the trailer enabled a number of trailering specific functions. Ford doesn't build specifically for the RV market, which is relatively small for them (and all important for you and I). Their product development is geared toward all the contractors towing trailers and the recreational market as a whole - trailers for horses, snowmobiles, boats, racecars etc.
Now to be fair this type of trailer doesn't behave exactly like an RV. While the weight may be the same, this type of trailer has a much lower centre of gravity and nowhere near the wind-catching side surface area of an RV. Leaving our staging area, the road from the stampede grounds is a descent with a 7% grade. The built in trailer brake controller functioned as it should. The control switch to increase and decrease is located comfortably to the bottom right of the steering wheel and the amount of pressure applied is clearly displayed in the 4.2" display on the drivers dash. Moving on to flat highways, this small 3.5l engine felt as powerful as my Dodge with a 5.7L Hemi engine pulling strongly through the badlands highways. I expected to be disappointed but wasn't. Good acceleration from stop lights and through the crucial 30 to 100kph, enabling you to reach merge speeds comfortably.
The last test was to pull back up the 7% grade we drove down to start the test. Again, there was a solid performance from the little 3.6L. Did the RPM fall as we climbed, yes. Did it down shift, of course. But it did pull up the 3 km hill at 90kph without being forced into the passing gear to make it? It most certainly did.
Payload Test
2,000 lbs of treated fence posts were loaded into the bed for this test drive. Power isn't a problem for the EcoBoost at this weight. More importantly the handling was relatively unaffected. Cornering at highway speeds didn't produce any excessive roll; hard braking was controlled and stable.
The payload truck was the 2-door and a half version. No doubt chosen to keep the load centred on the frame for better balance.
Ford offers the greatest number of bells and whistles for the towing population with some truly useful innovations. You should visit your Ford dealer to see for yourself what is important to you and what is just excessive decoration. I recommend that in choosing your tow vehicle, place your power train requirements first (what you need to tow/haul), your comfort behind the wheel second and the Christmas decorations last.
Before you lay down your hard earned dollars for the new Ford, there are some dark clouds on the horizon for this Cinderella story. Firstly, lawsuits have recently been launched by owners who claim the EcoBoost is defective, which has resulted in an investigation by the National Highway Traffic Safety Administration (NHTSA) in the USA. Owners claim the engine suffers from reduced power (turbo lag) and that the fuel efficiency numbers that Ford claims can’t be duplicated in the real world.
Secondly, the 2014 Chevy Silverado/GMC Sierra 1500 and the 2014 Dodge Ram 1500 have received new powertrains. The Chevy Silverado/GMC Sierra has the new EcoTech 5.3l V8, which delivers the roughly the same fuel economy as the EcoBoost – but with more proven technologies. The most exciting story though will be the 2014 Dodge Ram 1500, which will receive the first turbo-diesel engine offered in a half-ton truck in the last 25 years. It will be paired with an eight-speed automatic transmission and the 3.0-liter V-6 should offer roughly 240 hp at 3600 rpm and 420 lb-ft at 2000 rpm.
Expect real world towing reviews of all these trucks and the Toyota Tundra in upcoming issues of Snowbirds & RV Travelers and extensive technical reviews in our truck publication – 4WDrive, both in print and online at www.suncruisermedia.com.
One final word of advice when comparing advertised towing capacity; only Toyota complies with the Society of Automotive Engineers (SAE) J2807 truck towing standard – other manufacturers including Ford, General Motors and Dodge essentially make up their own numbers. So I would suggest that you use the towing capacity to get close to what you need but don’t make it the definitive point for choosing your new tow vehicle.