Originally Posted by Flamingtaco

To expand on this, Ford set about to drop weight to improve CAFE. The weight loss was mostly in the body, and the weight loss let them them increase the tow ratings, but not payload. Payload increases were achieved by increasing the ratings of the frame and suspension. Also, it's one of the crew cabs that lost the 700lbs, probably the 6.5ft bed, not all trucks lost the whole 700lbs.

I'm going to recommend against the 2.7L, even with the payload package, because of what the 2.7L is not designed to do... pull a trailer with over 75sqft frontal area. The smaller of those two trailers is at the upper end of the F150's frontal area range, with the intended use being 5ths and goosenecks that sit closer to the truck, presenting less drag than bumper pulls. The issue is not power, which the 2.7 has in spades, it's cooling. There is no heavy duty cooling package for the 2.7 designed for trailers like those.

Taking a short trip across a flat state, the 2.7 will get you there, but if you have any thoughts of taking big cross-country vacations, rolling through the smokies, rockies, or northeast, you will save yourself a lot of headache by getting the truck and options that will best handle that size trailer. Biggest radiator, biggest tranny cooler, larger roll bar for handling that maxed out truck, you are definitely in 3.5 max tow territory for the early 13th gen trucks. Lightly optioned XLT or XL trims, will get that 1700+ payload. There are even some 2WD Lariats that can get you that much payload.

Personally, I like about 400lb of breathing room for towing long miles. The truck can do it and I can handle it, but the more weight you place on the bumper the greater the chance of a snap oversteer, and I like leaving extra safety margin because people drive like asshats.

Originally Posted by akamarcus

New to the forums here, and I have a question about towing. I've learned that payload capacity is usually exceeded before tow capacity, and this is almost surely the case for me as well.
1. I have also heard many folks suggest allowing some "safety margin" in your payload (as in, don't max out your payload capacity when towing). Is this true? How much payload safety margin should I allow?

Family/dog + cab supplies (food, car seats, etc) + gear + hitch
600 lb + 100 lb + 200 lb + 80 lb = 980 lb without attached trailer

I am looking at a travel trailer to replace our pop-up. Here are the two options I am considering:

Forest River Salem 178BHSK
Hitch Weight 430 lb
Dry Weight 3749 lb
GVWR 4830 lb

Forest River Salem 263BHXL
Hitch Weight 736 lb
Dry Weight 6406 lb
GVWR 7736 lb

2. Assuming about 1000 lbs of immediate payload capacity reduction with passengers/cargo/hitch, what payload capacity should I have to safely tow each of these vehicles?

I have looked at 2011-2014 F150s, whose payload capacity generally falls in the 1600 lb range and then shifted my focus to 2015+ because of the aluminum body panels that automatically grant an extra ~700 lbs of payload capacity. I am currently under the impression that I need this extra payload capacity.

3. Also, I know the towing specs of each engine for 2015+ models - but from a real-world perspective (not just on paper), could I easily tow either of these trailers with the 2.7 Ecoboost?

Originally Posted by Gladehound

The 5.0 and 3.5EB trucks can come as HDPP trucks with payloads in the mid 2000 range for crew cabs. But these are very rare and you're unlikely to find one...

Originally Posted by BadAltitude

When towing it is not uncommon for some to tow less than max. 80% is a figure often used. It’s arbitrary and serves peace of mind or whatever. Although arbitrary limits on trailer weights are not uncommon, arbitrary limits on payloads is not discussed.

Probably more important are surplus reserve weights on trailer capacities because trailers are often marginal for the load, particularly tires.

Originally Posted by Flamingtaco

I'm going to recommend against the 2.7L, even with the payload package, because of what the 2.7L is not designed to do... pull a trailer with over 75sqft frontal area. The smaller of those two trailers is at the upper end of the F150's frontal area range, with the intended use being 5ths and goosenecks that sit closer to the truck, presenting less drag than bumper pulls. The issue is not power, which the 2.7 has in spades, it's cooling. There is no heavy duty cooling package for the 2.7 designed for trailers like those.

Originally Posted by bigc13

im interested in what cooling package you are insinuating? All 10 speed f150’s have the same cooling additions regardless of the various tow packages. WITH the exception of the raptor

Originally Posted by Flamingtaco

The 2.7L uses the same radiator as the 3.5L HD tow package, but generates more heat to maintain the same speed when in boost as it's further into boost due to that missing 0.8L (22% less displacement). OP listed trailers that have 77.5 and 82.7sq-ft frontal areas. That's a lot of sail for even the 3.5eco. There is no package beyond what comes with the max tow to handle the extra work the OP wants to put his truck through.

Originally Posted by MikeD134

I would think the heat generated is the same. 2544 BTU's per HP. X amount of horsepower to get one mile down the road at 60 MPH.. This presumes both engines have the same parasitic losses from friction/wasted heat energy, etc.

Originally Posted by Gladehound

Making power, by using some of that power, to compress air to make that power, is a less efficient way to make power, compared to a naturally aspirated engine. Comparing two turbo engines, generally the one that requires less boost to make the power will do it more efficiently. The inefficiency of using power to compress air to make power generates heat. Therefore, at high output (i.e when pulling a trailer with high frontal area), the 5.0 coyote should produce the least heat, then the 3.5EB, then the 2.7 EB.

Under low load (low boost), the smallest displacement engine will generally run the most efficiently.