Tow Test Review: 2011 Ford F-250 Super Duty, Part 1

Tow Test Review: 2011 Ford F-250 Super Duty, Part 1
Words and Photos by John Stewart for PickupTrucks.com

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We’ve been around long enough to know that the controlled towing tests manufacturers arrange at new truck introductions are incomplete. They serve as useful demonstrations of engine power, but there are other variables that can’t be explored.

For those reasons, we wanted to examine the 2011 F-250 Super Duty as we towed on our own real-world terms. That included towing through city traffic, stop-and-go situations on hot afternoons, up and down highway passes, through gusty crosswinds and dicing with truckers on the superhighway. It also allowed us to look at transmission and oil temps and gather mileage data, both while towing and when the truck was empty.

To focus our impressions, we came up with a rating system that we’ll share with you in a moment. First, let’s look at what we were driving.

The Truck

Our test unit was a 2011 F-250 King Ranch crew cab with a 156-inch wheelbase and 6.75-foot box. It was powered by the all-new — and much anticipated — 6.7-liter diesel V-8, backed by the new six-speed 6R140 TorqShift automatic transmission.

Because it was a 4x4, it had the mono beam/coil spring front suspension that’s shared with the F-350, and a leaf-spring rear live axle with a locking differential. It also had front tow hooks and manual locking hubs. The four-wheel-drive system is controlled with a dial on the dash. As a rule, two-wheel-drive pickups will have higher tow ratings than 4x4s (because of the lower hardware weight) but in this case, both two-wheel-drive and 4x4 crew cabs can handle as much as 14,000 pounds with a properly configured conventional hitch.

Figuring out what your tow vehicle can actually haul is always an interesting exercise. Actual capability depends on a number of factors, and it’s usually less than the advertised maximum. Our test unit had tallish 3.55 gears, middle-of-the-road all-purpose gearing for a four-wheel-drive diesel, providing an all-around blend of pulling power and highway fuel economy. Gears as low as 4.30 are available on Super Duty trucks, or as tall as 3.31.

Our test unit’s gross vehicle weight rating was 10,000 meaning that the spring pack can handle payloads that bring the vehicle’s total weight up to 10,000 pounds.

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Referring to a Ford specifications chart describing typical single-rear-wheel Super Duty payloads and capacities, we saw our test unit should be able to handle another 2,430 pounds of people and cargo before hitting the 10,000-pound mark. However, the door sticker, located on the inside B-pillar of every pickup, is usually a more reliable indicator. The sticker said the combined weight of occupants should never exceed 1,972 pounds, a difference of some 450 pounds. Our understanding is that the door sticker accounts for the specific wheel and tire combination installed at the time of build and is more accurate.

In this case, we had 20-inch wheels with E-rated LT275/65R20 tires, designed to be inflated to 65 pounds per square inch for low rolling resistance under load on the highway. These are the largest wheels available, which could explain the difference between the weight capacities on the generic specifications chart and the door sticker. Generally, smaller steel wheels can carry more weight than larger cast alloy wheels, a sobering consideration for new-truck buyers who like to upsize wheels for styling reasons. By adding oversize aftermarket wheels and lower-profile tires, towing and hauling ratings can be significantly compromised.

This bit of research assured us that this truck could tow, with a weight-distributing hitch, at least 10,000 pounds and possibly as much as 14,000. In either case, we had a wide margin of safety.

The Trailer

Our test load was a 23-foot Airstream trailer, a truly magnificent high-end, all-aluminum RV with tandem axle. When we hooked it up, it had a full load of water and half-full holding tanks, adding at least 500 pounds to the dry weight. Inside was food, silverware, bedding, bags of clothing for three and camping gear, among other things. We did not weigh the rig, but we estimated the trailer’s wet weight at 5,200 pounds minimum. Add to that three people, their personal gear and a pet, and we were looking at roughly 6,000 pounds, ready for a weekend of camping.

We have to admit that this load, potentially a challenge for a half-ton truck, did not seriously tax the Super Duty. We hoped for a heavier load, but Airstream makes a super-light trailer.

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The Score Card

Our formula for a great tow vehicle would be defined by six characteristics. They are all important, but some needs might be more important than others. You could make up your own, but our strictly arbitrary ratings system would look something like this:

1) Reliable engine power and torque: 25 points
2) Lockup transmission with gearing for pulling power and mileage: 20 points
3) Great brakes and brake control systems: 20 points
4) A roomy, comfortable interior for the long, slow haul: 15 points
5) Factory towing gear: 15 points
6) Ride and handling, loaded versus unloaded: 10 points

Guys who tow all the time might assign different values, based on what they do and the problems they face, and we think that would be entirely legit. But we think anyone who has towed much will agree that these requirements for a great tow rig are all very real. Based on our driving experience with the new Super Duty, and the framework suggested above, we offer the following impressions.

1. Engine Power and Torque

A great diesel must be strong, powerful, built to last and, now, incredibly clean as well. The new 6.7-liter diesel seems to fit the bill.

It’s built based on a very strong and light compacted graphite iron block with 13-quart oil capacity to reduce the possibility of oil contamination. Like a lot of clean diesels, very high-pressure common rail injection and ultrafast piezo injectors enhance efficiency and control combustion byproducts. The engine produces 390 horsepower at just 2,800 rpm and 735 pounds-feet of torque at 1,600 rpm, significantly more than Dodge’s Cummins straight six, and just a little less than GM’s soon-to-arrive 6.6-liter LML Duramax.

While engine rating numbers can be compared and debated ad nauseum, in the real world it’s all very simple. Bottom line, there is no lack of engine power under the hood of the Super Duty.

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Power and response

The next-generation Super Duty diesel engine is different in another conspicuous way. It uses inboard exhaust architecture, meaning that the exhaust manifolds reside in the valley of the engine, while the intake is outboard of the engine. The cylinder heads flow gas in the opposite direction of standard V-8 engine architecture.

This unusual layout — Ford calls it unique; the competition calls it tortured —achieves the goal of placing the turbo close to the exhaust flow where it’s hottest, encouraging quicker turbo spool-up. And it works. The turbo itself is indisputably state of the art, with a double-sided compressor wheel that allows for quicker throttle response and very good compression at higher rpm. Throttle response is direct and linear, with no appreciable lag, steadily building power to 3,000 rpm and beyond. At one point, as we approached a steep highway pass towing at 55 mph, we rolled on the throttle in an imaginary uphill passing situation. The transmission kicked down, and the next thing we knew, we were looking at 85 mph. It’s inevitable that someone will find the performance ceiling of the new 6.7-liter diesel powertrain, but it will take a pretty big load to do it. Configurations are available to tow up to 24,400 pounds.

Emissions

The 6.7-liter is the newest of the next generation of “clean diesel” engines that meet very strict emissions standards. It uses selective catalytic reduction to run clean. The system adds a certain amount of operating cost by having to replenish a separate heated urea tank about every 6,000 miles. Still, it’s a stunning achievement.

At one point, our neighbor with the big RV and 7.3-liter diesel leaned in our window to admire the truck. After 10 minutes, he was surprised to learn it was a diesel. There is zero smoke, zero smell and practically no noise. Urea injection sounds like it might be messy, but in many applications, SCR has proved to be a mileage-enhancing system. Under the circumstances, Ford’s emissions strategy appears appropriate and well executed. The fact that the engine tolerates biodiesel blends up to B20 is another impressive advancement.

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Yes, we love the new engine. But long-term durability is also a requirement, and here, while we are optimistic, we are a little reluctant to make predictions. Diesel engines are worked hard, and sometimes they’re asked to do the impossible by owners who overestimate their capacity to absorb punishment.

Nevertheless, fail-safe engineering and predictable long-term maintenance costs are an expected part of the manufacturer/customer relationship, especially in an engine that commands a price of $7,835. We don’t want to beat a dead horse, but previous Super Duty Navistar diesels have been controversial. Even the 6.4-liter, another clean-sheet-of-paper engine designed for durability and performance, was sufficiently disappointing to prompt Ford to sever its relationship with Navistar and develop its next diesel in-house.

Cut to 2011, and we can say the 6.7-liter Scorpion looks like a great diesel power plant. It comes with a five-year, 100,000-mile warranty. But the truth is, only time will tell whether this diesel is as reliable and trouble-free as a great diesel engine should be. It would seem to be designed right, built right, and Ford’s commitment to renewed credibility with its diesel customers seems to be sincere. The smidgen of a doubt that remains prevents us from scoring the engine higher.

Our score: 23 points out of 25

2. Transmission, Pulling Power and Mileage

When a diesel engine really does, excuse the technical term, kick ass, it’s the transmission that becomes the next concern. Here, Ford’s use of one transmission for both the 6.2-liter gas engine and 6.7-liter diesel engine stands out as a break from conventional wisdom. The standard thinking is that a diesel engine’s power characteristics are so different from a gas engine’s that each should have a dedicated transmission — one built for torque, one built for horsepower.

Ford’s approach with the new 6R140 TorqShift six-speed automatic transmission was to adapt an existing architecture for heavy-duty use and to use really smart, specific programming depending on the engine.

The 6R140 has advanced digital controls to optimize the shift schedule, and an improved lock-up clutch mechanism. A long-travel, high-capacity turbine damper is used to help the torque converter to damp out the extreme low-rpm force produced by the new, more powerful diesel engine.

“This damper allows us to lug down to 900 rpm while our competitors lug to around 1,100 rpm,” Ford engineer Al Bruck said. “So we stay locked more, which means the engine can run at a lower rpm and get better fuel economy.”

Sinter-brazed gear set

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The transmission also has a unique powder-metal carrier in the compound planetary gear set. The carrier consists of four pressed powder-metal components sinter-brazed together to form a rigid, power-dense structure. This is intended to make the carrier strong enough for both the diesel and gasoline engines.

“With this architecture, the new transmission can handle the enormous low-end torque produced by the new diesel engine, and also, the high speeds produced by the new gas engine,” Bruck said. “The sinter-brazed gear set enables more torque capacity and greater engine speed capability.”

The TorqShift six-speed is notable because of the transmission’s very low first gear, 3.96. (By comparison, the GM Allison 1000’s first gear is 3.10.) Because of that low first gear, we’d say it’s possible to get heavy loads moving at part throttle, without using a lot of fuel. With the transmission’s two overdrive gears, highway cruising is also fuel efficient. With this kind of transmission gearing, it’s possible to take advantage of taller axle ratios for better fuel economy without seriously compromising pulling power.

Our test unit, with 3.55 ratios in the axles, showed 1,500 rpm at 55 mph and 1,750 rpm at 60 mph. While our load was not extremely heavy, the transmission rarely needed a downshift, and it never got hot. Transmission temperatures, which we monitored using nifty digital gauges in the info center, never rose above 189 degrees even after long grades, which tells us the unit is well cooled.

Smart features

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The 6R140 also has a manual mode. By shifting manually, the torque converter locks up and holds gears longer. If you forget to manage downshifts pulling up to a stop, the transmission will downshift for you.

It doesn’t apply to us, but the 6R140 transmission also has a power takeoff feature that can be used any time the engine is running. Those who plow or use the Super Duty as a tow truck would appreciate the option.

Clearly, the transmission is an asset when it comes to maximizing fuel economy. We got 14.9 mpg towing, covering 237.4 miles, mostly at speeds below 60 mph on a mix of highway, city and rural roads. With the truck empty, just loafing around town, we averaged 18.1 mpg. These are good numbers, better than prior Super Duty diesels, and for that we have to credit the transmission.

And it feels good, both towing and when the truck is empty. It knows what gear to be in 100 percent of the time, responds well to throttle input, and it shifts smoothly and cleanly. Ford engineers seem to have done their homework, and the 6R140 has great features. Be that as it may, launching a high-torque diesel without a dedicated transmission is something other manufacturers have not attempted. This is new territory, and that makes us a little nervous.

Our score: With the jury still out, we give it 17 points out of 20.

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Comments

What until they test 2011 Silverado and we will put Ford in it's place, and yes that's 2nd Place or 1st to come in second. lol.

The new 6.7 PowerStroke still comes with a 5Y/100K miles warranty like the older models.

I bought one about 6 weeks ago. I tow a 13K fifth wheel trailer. This truck is awesome. Love it. Much better than my 2006 6.oohhh

Well wait until the 2012 Ford, and it will put Chevy in it's 2nd place again. Are any of you bashers actually going to buy anything? lol.

Jason

anything is better than the 6.0 powerjoke...

Ugly ass truck, The diesel seems decent though... bout time from Ford.

From the A-pillar on back, the SD is a nice looking truck. I think Ford could've done more to the frontend without it looking gawdy and overly huge.

I saw a white, Giant Locomotive Chrome-Grilled 4x4, 4dr, Lariat across from me at the stoplight today. OMGosh! I prefer "present! but slightly understated", but this grill overpowered the rest of the truck. Compared to that grill, the rest of the truck looked like a 2wd, Ranger regular cab!
I Love the truck, but I think that grill will generate envy & attract the wrong kind of attention...
I'll still buy one, but will be looking for ways to "dumb down" the grill a couple notches... Still love the truck, though!

I will guess the people that are buying these trucks don't care about looks much, the USB style grill is hideous. The rest of the truck looks much like the previous model. Props to Ford though for the powertrain.

Can anybody actually see a motor under all that piping and stuff on the top.....if you buy one of these suckers sell it before it comes off of warranty, it will cost a fortune to fix.

It would be interesting to get Navistar's side of the story.

Ah the old "you cant work on it cause its complicated" argument. Been spinning that yarn since the Reagan years. Just like then its a BS excuse. Engines are designed with modularity and ease of use and simplicity in mind. If you want to work on it all it takes is the tech manual and basic mechanical knowledge. Or you can complain and go the way of the buffalo or blockbuster video.

Looks are subjective....I wasn't sure till I saw one in person, I like the "aggressive" new look....Good article, you come away with the impression that they like the overall trucks towing performance but are waiting for the new powertrain to prove itself out. Sounds pretty promising.

I got screwed by F@gget Motor Company with it's reliability of the f250, sadly how people fall into their trap.

I sell These trucks for a living and i know for fact that dodge gm and chev will not be able to touch Ford with our 2011 Super duty....wait does Gm or chev or dodge have their 2011's yet??? No cause nobody will buy them!!

The SD grill looks better with the painted "bezel" like this King Ranch. Way too much chrome in the "regular" grill.
I'm starting to see these trucks all over the place. What amazes me is that most of the ones I've seen are high end models like the King Ranch in this test. There must be a lot of guys out there with deep pockets (or credit lines).
I agree that 6,000 lb. isn't much of a load for this truck, but I don't see many HD pickups pulling monster recreation trailers. I'd guesstimate that most of the trailers I see being pulled are no more than 10,000 lb.
The one-upmanship between manufacturers is mind boggling.
Great for the consumer. Where will it end?
I am looking foreward to the official shootout.

Engines are not always designed with "ease of use" and I would not recommend an average person with a tool box to just try and fix their problem. Have you ever tried replacing the serpentine belts on the 6.0 diesel? Tell me how modular and easy that is the next time you're shaking your head in disbelief at such a design on a standard maintenance item.

Quit fussing guys-the big 3 are giving you guys everything you want in spades(if you can afford it) now where is the 4-5 litre diesels for the smaller trucks?-Kevin

Good story.... but:
i) That size trailer should be used to test half tons. Too small to really push the Diesel.

ii) I can't believe the payload is that low on a F250. Thats only @ 200lbs higher than many half ton crews. Whats 200lbs? Really. Thats a lot more $$$ for moderatly more capability.
May as well go to the F350.

While the new 6.7L diesel looks complicated, it's actually designed to be easier to work on than former Ford/Navistar engines. Previously the cab needed to be removed for a lot of seemingly basic repair work. This new engine was designed for easier maintenance and repairs without cab removal.

Nice write up. IF this engine /tranny combination in a year or so turns out to be reliable and they come out with a new body style and fresh interior i would consider a Super Duty. Looks like a lot going on under that hood with dual water pumps and EGR coolant assisted heat exchanger system, i would like to be a Ford Tech now because the labour times will be huge to work on this engine. But if the engine is as strong and reliable as the Cummins or even the DMAX you might not have to open the hood much( crossing fingers). I love how HD Diesel trucks have become super workhorses with super comfy interiors and Awesome looks( i.e Ram Laramie HD) and still get better than gas fuel efficiancy. Yep you can haul heavy loads all day long and still take the wife to a fancy dinner in the same truck,, NICE.

@ Jordan, You say nobody will buy a Duramax or Cummins. I have a 2007 Dmax and a 2010 Ram 3500 Cummins in my driveway and love them both, tested all 3 brands every time i bought and never ended up with a Ford (yet).

Its not a bad truck, but I would rather have my Engine made in the U.S.A. not Mexico! like the new powerstroke.Ill stick with my Duramax.

Believe it or not but Ford has lower warranty claims on products they build in Mexico than in the USA...

Paul- Thats good to hear, the power strokes seem to need alot of repair work..

@snowman. well out here in real truck country where if your truck dies so do you! all we have on our used vehicle side is dodge chev and gm and we are running out of new stock on our F series trucks!! this week alone we had 14 other trucks traded in and 14 new Ford trucks out on the road, so all im saying is maybe your truck does what you need but when it counts Ford is the only truck you can rely on.
Just based on what i see everyday....
And i will add that i was very much against ford when i started working here. i was GM all the way but the product and technology that Ford has is not only saving lives but i try to keep open minded.

@ kevin mccuin Ford is bringing out a 3.5ltr ecoboost twin turbo diesel for the F-150 line up in the 4th quarter this year!

@ Jordan I havent heard of this 3.5L diesel. However I do know that Ford will be bringing the 3.5L Eco Boost GAS V6 to the F-150 platform. I dont sell trucks, but Im up to my neck in Ford information and want to know more about the 3.5L Diesel............if there is one?

BTW Im a huge Ford fan and love the new Super Duty. I also realized that I shouldnt bash other brands new trucks since I wont be buying any of them. Well except for Toyota I just hate them. But to Ford, GM, and Dodge a job well done on your new HD trucks.

@ evan, http://news.pickuptrucks.com/2010/04/ford-diesels-point-way-to-the-future.html
It does not say diesel in the report but what i get from Ford of Canada is that it will be diesel by the 4th quater and they are not releasing anything till it's at dealerships
I hope this helps

You GM guys will believe ANYTHING!! Just like GM paid off their loan to the government! Now WE THE PEOPLE Not only own 33 percent of GM but NOW its more like 60 Percent! GM lies and Lies and LIES! They lie to us . They Lie to there employees! They lie to everyone INCLUDING the government! There products are JUNK, so is there WORD! So any of you guys Putting down Ford, Dodge, Toyota, are just Ignorant fools! Go ahead and buy GM! The COPY Company! They make "CHEAP" knock-offs of the other products in the industry!

@Power Kid - THis is a cut and paste of my post in the 3.5 ecoboost thread. It is appropriate to this thread as well.

The problem with current half tons is that they've fallen victim to PR/Sales department "numbers" wars.
The manufactures have been so busy trying to "one up" each other that they've pushed 1/2 ton towing and hauling ratings to unrealistic levels.
Engineers like to "over-engineer" products to allow for a safe margin of error (ie. stupid use/abuse of trucks).
I think that the PR/Sales department ego wars have killed this safety margin.
Someone pointed out in the F250 test that a half ton can carry/tow almost as much as the F250 diesel.
A 1/2 ton at it's limits is working hard regardless of motor. There isn't much margin of safety with a 1/2 ton pulling a 10,000 lb. trailer.
A 3/4 ton is well within it's engineered limits with the same load.(even if it's at its rated maximum.)
Dodge Ram has taken a lot of flack for chosing to exit the "numbers war" going on in the 1/2 ton ranks. That move makes more sense that a 1/2 ton rated to pull 10,000 pounds.

Lou, The problem is Powerkid was talking about the payload, not towing and his numbers are off. Payload on a comparable 4x4 SuperCrew F-150 with 6.5' bed will be at most 1500 lbs. Are you claiming a half ton can't haul 1500 lbs safely?

@Scott - The manufacturer's spec sheets are often difficult to decipher and therefore can be misleading. Press releases or any advertising border on outright lies.
Fore example:The story pointed out the discrepancy between the "door sticker" and the manufacturer's spec sheet.
A 2500 lb. load in a 1/2 ton regular cab would still be at the trucks limits. Look at the GVW of the SuperCrew or a regular cab, one may carry less but the GVW will be similar.
How much heavier is a SuperCrew in relation to a regular cab truck?

"Are you claiming a half ton can't haul 1500 lbs safely?"
No, I'm pointing out that the truck is near it's design limits, and therefore has less margin for error.

My point is - 1/2 ton cargo and towing capacities have been forced upwards by the current ego war between the brands. That has reduced any safety margins engineered into a truck.
I'm not trying to dis PowerKid.
Thanks for your feedback.

Lou,
The Heavy Duty trucks are heavier and the diesel engine also weighs a lot more. Some half tons can haul almost as much as some heavy duties because of the weight difference between trucks. Not because they are reducing safety for advertising purposes.

How can you claim Dodge exited the numbers game when they just raised their towing numbers to 10,450 for half tons? They went to coil springs which hurt their towing on a lot of configurations but they are still playing the numbers game but now with less margin for error due to the coil springs.

The truck used in this article has a sticker at 1972 lbs payload. With smaller wheels it could go up to 2400. The same configuration in a half ton may be 1530 at best and probably 1300 on the sticker. 1300 lbs vs 1972 lbs and 1300 vs 2400 lbs is a huge difference in payloads and doesn't seem very unrealistic in a any cicumstance.

You are right that the numbers are misleading at times. But a 2000+ payload is not unrealistic for a half ton properly equipped.

Thank you for your feedback.


thanks Jordan,I hope so.can you imagine a 30+ mpg pickup with a large bed and adequate torque?-Kevin

"Someone pointed out in the F250 test that a half ton can carry/tow almost as much as the F250 diesel." - Lou

-------------

I doubt that someone pointed it could tow almost as much.

Certain model half tons can haul almost as much as some heavier 3/4 ton, crewcab, 4x4, with heavier diesel and 20' wheels. That's not a revelation. It has to do with the weights of the two trucks, not the marketing departments pulling a trick.

@Fact Check
Every manufacturer has increased their towing and hauling numbers with absolutely no change to their trucks.(magic spring dust?)
Why?
I believe it is marketing/sales PR pressure to have "the best".
Engineers know exactly what the maximum towing and hauling numbers are for each truck.
The same can be said for horsepower and torque.
They know the increased probability of component failure as you approach the vehicle's design limits.
Liability lawyers will provide the cost of litigation if a product does not perform the way it should.
Super-Computers make an engineer's life much easier but PR types and bean counters do not.

I agree that the cargo capacity is based on GVW minus tare weight.

I'd rather drive an "over-engineered" truck than one sitting close to it's design limits.

I hope that I've clarified my posts to your satisfaction.

@ Fact Checker - why are you never around when the Bobsie twins open their gaping pie holes?

No thanks. I'll take the 2011 6.2L V8 gas engine.

I'll stay away from the super emissioned tree hugging 2011 diesel engines (all three of them).

6.0L Power Stroke's are beast!

I have owned both f250 and 350 99,04,08 I have to say 2008 is a pile of s$@#t nothing but repairs an a water leak and banging noise Ford says is normal I want out but I'am stuck I either get screwed on trade or screwed keeping it either way I get screwed.anybody also have a noise and leak that is normal...

I guess I have to change my name now that there is another Jordan posting. To bad he`s a Ford fan. It makes me laugh when sales men start talking like they know something. Their advise is usually worth the commision they make on what ever it is they are selling. I heard from a fellow mechanic a few days ago what the price is to replace a turbo and the injectors. He claimed $17,000 for a turbo and $3000 per injector!!!!!!! I`m sure he was mistaken but after looking at the under hood picture maybe that is for parts and labour after the warrenty is up. Its never good when you pop the hood and can`t see the engine.

Does anyone think it's funny that Ford's 3/4 ton has to look twice as big as the 1/2 ton? Is it really "Super Duty" for an additional 500#s? Does having a bigger body add to the towing/payload capacity...? Or does it miraculously add inches? This truck's rear end is sagging with 5000#s on the hitch or for the sake of fanboys I hope your guesstimate of the trailers weight is wayyy off

@ Jordan, As a Ford salesman are you being paid extra for b.s on this site. You know when a salesman is lying, when he is talking. Get out with your Ford sales tactics. GM and Dodge HD are proven good, not your Ford crap.

Fact: Cummins RAMS are detuned to begin with. Only a six cylinder. Easy to work on with room under the hood, you can even see the ground.

@Megacab - can't people argue that everything is "detuned?" Obviously none of these engines are pushed to their limits, so not sure what your point is, other than you like the Ram because that's just what your preference is, which is fine. But gosh, people really look for anything to validate their claims.

Ford trucks are the best made and the most expensive trucks to manufacture; are there problems with some of the units? Of course! When you are the Sales Leader for 33 consecutive years you have more of your vehicles out there than anybody else and you will invariably have some with problems. Does that make it okay? Of course not; but these things do happen, fortunately there are several very qualified Ford diesel tech's that have the ability to put these trucks in proper order. The techs who have posted here are more than likely not the ones you would want to have working on your powertrain. Cummins makes a fantastic engine unfortunately you find most of them being placed in Dodge trucks which are the cheapest trucks on the market and cost the least amount of money to produce. Why do you think that every little redneck in your area that is driving around in a diesel truck with stacks is driving a Dodge!! Please remember that without a saleperson to put a customer in an automobile there would be no customers for you to perform service for!!

Anyone and I mean ANYONE who has owned a GM and a Ford will tell you that Ford will outlast the GM, and moreover cost you LESS to own! GM is a company who is based on LIES! They lie to the public, they lies to there share owners,(Which I guess IS the PUBLIC) and they lies and decieve themselves! They copy other companies, (HHR, Camaro, the new Pick-Ups look like an over blown F-150) Ford doesn't comare themselves with the others like GM does. That tells me that they have too! Its the only way that they can sell the LIES, and they are betting on a few "misguided" to buy there Junk!
I WAS one of them! I got cheated more then once! No More! Either Ford or Dodge in my future! Never a GM again!

I heard Dodge can now out tow Ford and chevy once again,I also heard Dodge is going to release 3 new Cummins engines for the ram 1500,2500,3500,4500,5500.And there goin to blow Chevys dumbmax and Fords Powerjoke out of the water.But there all good trucks.Dodge still has the low-end torque which is better for towing.

Oh man I need a cold shower. I think I found my future truck when I can afford to buy one of these in gently used condition about 4-5 years from now. Like buying a cell phone now-a-days I'll probably have to study the owners manual for a couple weeks to understand all of the awesomeness this truck provides.

I'm not sure if it's me or not, but the bed in these trucks looks shallower in height than the one in my 2005 F-150 Lariat.

Its not an ugly truck! it's a BEAST

These Ford trucks make me drool, also!

I just bought a 2011 F-250 Diesel. And like it but it has a vibration when you get up to 60 mph. I only had 2000 miles when i felt this.



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