My parents are shopping for trucks to tow their trailer RV. They like the F150 and are considering the 2.7 and 3.5. The 2.7 is probably adequate, but I'm thinking that the 3.5 will be the better towing partner since it won't be breaking as much of a sweat as often? WDYT?
Quote from: Laconian on March 20, 2021, 12:33:46 PM
My parents are shopping for trucks to tow their trailer RV. They like the F150 and are considering the 2.7 and 3.5. The 2.7 is probably adequate, but I'm thinking that the 3.5 will be the better towing partner since it won't be breaking as much of a sweat as often? WDYT?
The 2.7 seems a very desirable engine. Adequate power and the block is made from compacted graphite iron vs. aluminum...for better wear? Although the 3.5 has proven to be very reliable. Towing capacity 10K lbs. vs 14K lbs. might make a difference as weell.
Shippy, which engine do you hate more? :lol:
Depends on how heavy the trailer is, how hilly the area they will be towing it, and how frequently and over what distance they will be towing.
My brother is on his second 3.5TT. Really complementary of them. He tows a smallish utility trailer to haul dirtbikes and ATVs to trails/tracks (I'm guessing the whole setup weighs less than 3K lbs). The 2.7TT honestly would have been fine, but he likes the instant power on demand when pulling up long hills. Vastly prefers the 3.5TT to the old Triton 5.4 V8 he had a couple of trucks ago. Way more torque and power and significantly better fuel mileage.
I'd imagine the 2.7 is probably less cramped under the hood, given that it's a different (smaller) block than the 3.5.
I wanted the 2.7TT, but pre-owneds with that engine were out of my price range. My guess is if their loaded trailer is ~5,000lbs, go with the 2.7. If it's more like 7-8k+, go with the 3.5TT
Also, the final drive ratio makes a big difference in tow capacities.
2.7TT w/ 3.55: ~7600 lbs
2.7TT w/ 3.73: ~8900 lbs
3.5TT w/ 3.31: ~10,500 lbs
3.5TT w/ 3.55: ~12,500 lbs
The 2.7 has had some initial problems, maybe because it's new. I like the 3.5 better if forced to choose.
If I wanted to tow something, I'd go for the 5.0.
The trailer and hitch is 24 feet 7 inches and weighs 4700 with nothing in it. Probably 6000 all loaded .
I just ran a new truck equipped like i like. Jeez, $32,400. Stripper regular cab with the V8 and lower axle ratio. Rubber floor mats. 400 horsepower- would be fun to drive for sure. :lol:
Quote from: shp4man on March 20, 2021, 05:20:26 PM
I just ran a new truck equipped like i like. Jeez, $32,400. Stripper regular cab with the V8 and lower axle ratio. Rubber floor mats. 400 horsepower- would be fun to drive for sure. :lol:
Seems like a bargain.
The 2.7 seems like a good engine from what I have seen but if they are going to be going into the mountains at all I would suggest they go with the 3.5. A motor that pulls a trailer easily on flat ground can feel like a dog going up steep inclines. Having extra power on tap when you need it makes towing a lot more enjoyable.
Quote from: RomanChariot on March 22, 2021, 09:16:16 AM
The 2.7 seems like a good engine from what I have seen but if they are going to be going into the mountains at all I would suggest they go with the 3.5. A motor that pulls a trailer easily on flat ground can feel like a dog going up steep inclines. Having extra power on tap when you need it makes towing a lot more enjoyable.
Neither engine should lose power at elevation, right?
Quote from: Laconian on March 22, 2021, 11:16:44 AM
Neither engine should lose power at elevation, right?
It's less about power loss and more about how much harder an engine works pulling up a hill. If you're going to spend a lot of time hauling in mountains or a hilly area, the extra grunt of the bigger motor will be appreciated. Less gear hunting or having to run at higher RPMs.
Turbos can still lose something at altitude, but they don't fall off nearly as much as N/A. IIRC, there was a comparison when the 3.5TT first came out showing how much better it did than N/A at altitude.
Quote from: Laconian on March 22, 2021, 11:16:44 AM
Neither engine should lose power at elevation, right?
They will both hold their power at altitude better than a N/A motor but as MX793 pointed out, the motor with more horsepower won't have to run as high of RPMs.
I have towed over a lot of high altitude passes here in Utah with my previous Suburban with a 7.4 V8 and my current F-250 with a 6.8 V10. The 7.4 V8 did not particularly like to rev and it and it would bog down on long steep climbs. The V10 has around 70 more HP as well as more torque and it is a bit more free revving. So far the V10 has proven to be easier to tow with.
I would have loved to go with an Ecoboost motor but in my price range they didn't put one in a truck with a high enough payload capacity to meet my needs.
Something to be considered...
2021 Ford F-150 PowerBoost Hybrid: Review (https://www.msn.com/en-ca/autos/other/2021-ford-f-150-powerboost-hybrid-review/ss-BB1frzMq?ocid=msedgdhp&fullscreen=true#image=1)
Quote
On-Board Generator
Adding a whole new level of utility, the 2021 Ford F-150 PowerBoost Hybrid is equipped with an integrated generator to provide power at the jobsite, campground or anywhere else this truck might go. As a mobile generator, this truck can be used in emergency situations where power has been lost, or even to rescue an electric vehicle in need of a charge. Our F-150 test vehicle was equipped with the standard 2.4 kW unit; however, Ford also offers a 7.2 kW generator that provides four 120-volt outlets and one 240-volt outlet in the bed of the truck.
Quote from: Laconian on March 22, 2021, 11:16:44 AM
Neither engine should lose power at elevation, right?
Think of it this way. Atmospheric pressure at sea level is 14.7 psi. I think the Ecoboosts run around 14 psi boost too. I think you lose about 0.5 psi of pressure per 1,000 ft of elevation gain.
So at 5,000 ft above sea level, you're at 12.2 psi.
On an N/A car: 12.2/14.7 = 83%. So you lost 17%
On a turbo car: (12.2+14)/(14+14.7)= 91%. So you lost 9%
The atmospheric pressure change has less of a proportional effect on the total intake pressure on a turbo car vs an N/A car.
That power numbers probably aren't exactly there, but that gives you an idea of how it's working.
Quote from: MrH on April 09, 2021, 01:18:17 PM
Think of it this way. Atmospheric pressure at sea level is 14.7 psi. I think the Ecoboosts run around 14 psi boost too. I think you lose about 0.5 psi of pressure per 1,000 ft of elevation gain.
So at 5,000 ft above sea level, you're at 12.2 psi.
On an N/A car: 12.2/14.7 = 83%. So you lost 17%
On a turbo car: (12.2+14)/(14+14.7)= 91%. So you lost 9%
The atmospheric pressure change has less of a proportional effect on the total intake pressure on a turbo car vs an N/A car.
That power numbers probably aren't exactly there, but that gives you an idea of how it's working.
Many turbo engines can increase boost to help compensate for thinning air. Wastegates are pressure sensitive, so if air density go down and pressure goes down, less exhaust bypasses the turbine.
Quote from: MX793 on April 09, 2021, 01:23:08 PM
Many turbo engines can increase boost to help compensate for thinning air. Wastegates are pressure sensitive, so if air density go down and pressure goes down, less exhaust bypasses the turbine.
True. So it might be an even bigger difference
That's all electronic on modern cars, a multitude of sensors regulate boost pressure.
Most modern turbo cars use your pedal input to generate a torque request. The ecu then keeps adding boost until it calculates you reached that torque request - or you reached a max boost. So if you watch a boost gauge these days you will see it varies by a few psi depending on temperature and ambient pressure.
Quote from: MrH on April 09, 2021, 01:18:17 PM
Think of it this way. Atmospheric pressure at sea level is 14.7 psi. I think the Ecoboosts run around 14 psi boost too. I think you lose about 0.5 psi of pressure per 1,000 ft of elevation gain.
So at 5,000 ft above sea level, you're at 12.2 psi.
On an N/A car: 12.2/14.7 = 83%. So you lost 17%
On a turbo car: (12.2+14)/(14+14.7)= 91%. So you lost 9%
The atmospheric pressure change has less of a proportional effect on the total intake pressure on a turbo car vs an N/A car.
That power numbers probably aren't exactly there, but that gives you an idea of how it's working.
I live at 4500 feet above sea level and I often tow to elevations more than 8000 feet above sea level so the reduction in horsepower is very noticeable. When my Suburban died I was towing a 7500 lb trailer and climbing a very steep incline that topped out a little over 9000 feet above sea level.