Tow Test Review: 2011 Ford F-250 Super Duty, Part 2

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3. Brake Systems

Engine power is one thing, but brakes are what keep you safe when dealing with a heavy load. On the Super Duty, we have ventilated discs on all four wheels, 13.66 inches in size, front and rear. They feel good in the sense that they are not touchy at the top of the pedal, and stopping power comes on strong mid-pedal, proportionally to effort. We never made repeated full-power ABS stops, but we did make a few very hard stops with the truck empty.

The rear discs are a tad bigger than the 13.39-inch rear discs in the F-250 we tested a year ago, and it feels like there really is a little more braking power overall. Four-wheel anti-lock brakes is standard equipment, and Ford’s brake-based anti-sway trailer program is also standard on all single-rear-wheel Super Duty pickups.


Braking while towing

We felt obligated to make a few simulated “panic” stops with the trailer in place. We did these starting at relatively low speed, building to near-highway speeds. It was surprising to see how well controlled the trailer was with this hitch and setup. By the third try, we knew we could stop straight, far harder than we hope we ever have to. Meanwhile, under tow on the highway, the brakes never complained or made us anything less than completely confident. It turns out that Ford has integrated an exhaust brake mechanism that automatically commands a downshift when the driver applies heavy braking. That increases engine back pressure, helping to slow the vehicle without relying on brakes alone. It’s the kind of system you could really appreciate when another driver cuts you off on a downhill section of highway.

Making things easier was the built-in trailer brake controller. We’ve been a little skeptical about these factory controllers in the past because they are not always compatible with all types of trailer brakes. If it doesn’t happen to work with the trailer you have, what good is it? But this one interfaces with multiple systems, and it’s neatly integrated into the dash and covered by the factory warranty. We set the gain on 6, which felt about right when we set out, and we adjusted it just a little one time when we were descending a long, steep hill with lots of traffic because we wanted to be sure the trailer brakes would come on early. With the Airstream, it worked really well, with no bumping or hopping at low speeds.

Overall, we never could find a weakness in the brake setup, not with our load, anyway. Some people might think the pedal is a little squishy at the top, but we like that in a tow rig. We’d rather have progressive brakes than grabby ones when we’re rolling down a steep mountain pass.

Our score: We give the brakes 19 out of 20 points, just because there’s always a bigger load out there.

4. Interior Comfort

Ford has long been known for comfortable, well-appointed cabins. The King Ranch crew cab interior has got to be one of Ford’s best, blending leather with wood panels, lightly accented with chrome. It’s generously spacious, with wide, flat seats upholstered in a sea of fragrant two-tone leather. The seat bottoms can be heated or cooled, and they are power adjustable with a wide range of motion. This is exactly the type of seating we’d want for long days in the saddle, year in and year out. During our three-hour drives, we found plenty of room to shift around, readjusting the 10-way seats when we began to feel uncomfortable.

The front seating area is dominated by a large, lockable storage bin, large enough for a laptop, notebook or binder, and there are provisions for hanging folders. There are cupholders with removable liners everywhere, along with all manner of modular trays, slotted holders and false bottom compartments that can be adjusted to create larger, or smaller, storage areas. The wood looks real, and the leather materials contribute to a tangible sense of quality. There is some plastic used on the dash and glove box door, but it is quite nicely shaped and textured.


Rear seating

The rear-seat accommodations on this crew cab are equally generous and well thought out, designed with long-haul comfort in mind. Rear legroom is sufficient for adults — and not just average-size people, either. The center seat on the rear bench is slightly less accommodating but still entirely functional. Air conditioning flows rearward through the center console, and the vents are adjustable.

There is a 110-volt power plug in the console so backseat occupants can plug in a laptop. Sockets for 12-volt chargers and appliances are at the rear of the console and inside the main bin, which is designed for cords to be passed through with the armrest lid closed. Under the right rear seat is a storage compartment just about the right size for a drawbar and ball combination. There is satellite radio, a voice-activated navigation system with touch-screen and a plug-in port for an MP3 player.

We could go on, but you get the idea. But the bottom line is, the interior keeps people happy on long trips. That’s a quality that makes the Super Duty perfect for towing at 55 mph in the slow lane. Even our teenage girl had everything she wanted in the back, and we never heard “Are we there yet?” once.

It’s true that all three of the major manufacturers now offer a true crew cab, and they are all roomy and well appointed. But we think the Ford King Ranch crew cab interior is the best we’ve seen. It’s comfortable, attractive, practical and highly versatile.

Our score: We have to give it 15 points out of 15 … maybe 16 out of 15.

5. Factory Towing Gear

A lot of people feel the need to customize their tow vehicles, slowly adding upgraded connecting plugs, hitch setups, gauges, brake controllers, towing mirrors and beefed-up electrical systems. These are the little things that make all the difference when it comes to towing. Original equipment manufacturers have noticed and have begun to supply these kinds of upgrades specifically for those who tow. With the 2011 Super Duty, Ford has run with the concept.

Like a lot of new tow rigs, our test vehicle included a factory Class IV receiver, plus flat 4-pin and round 7-pin plugs. We also had towing mirrors and the built-in trailer brake controller.

Getting the towing mirrors deployed and adjusted was a cinch. These are power extending mirrors, which have both a large power-adjustable mirror and a smaller, manually adjustable wide-angle section. With the inside rearview mirror completely blocked by the Airstream trailer, it took us about 30 seconds to extend and adjust the towing mirrors to regain a good view of everything around us.

Most impressive is how towing-specific features are integrated into an on-dash information system. By calling up a series of screens, you can customize your setup for a given trailer. You also can save multiple setups, so if you switch from your RV to your work trailer or your boat, for example, your setup is already tuned. You can track mileage, trailer by trailer, and store the gain settings you developed the last time out.

The screen allows the driver to go through connection checklists for any kind of hitch, including fifth-wheel hitches and goosenecks. The checklists amount to reminders to check the wheel chocks, tongue jack, running lights, safety chains and the like. This kind of preflight checklist is the professional way to go for any pilot, no matter how much towing you do. Follow it, and dumb mistakes can be eliminated.

Gauges and feedback systems


Another thing we appreciate is the early warning system. Call up Gauge Mode, and you can monitor actual oil and transmission temps. We drove with these digital gauges turned on so we could see the effect of hills and steady operation as we drove. Sure enough, chug up a steep hill, and the transmission temp ticks upward. Activate Tow/Haul mode, and the temps stabilize. Glide down a hill, and they tick downward.

The range of temperature changes was moderate, perhaps 20 degrees up or down, which told us the cooling system was doing its job and the entire powertrain was copacetic. On the road, oil temps hovered around 195 degrees; transmission temps were between 170 and 190 degrees. You could pay a lot to have temp gauges installed in a standard pickup; in the Super Duty, they’re already there.

Speaking of gauges, it’s also possible to monitor maintenance down to a very fine level. A digital engine hour gauge told us our engine had 187 hours on it, of which 43 were consumed with the engine at idle. There is also an oil life monitor and a way to adjust or turn off various features such as headlights, compass zone and operating schedules for different maintenance requirements.

Fuel economy data

Drivers who want to monitor fuel economy can use any of five resets and watch average and instantaneous consumption. The data can be sliced a few different ways — trip time, mileage, gallons used, miles per gallon — and it’s possible to record history from two different trips. We drove with the miles-to-empty calculator on, calibrated for towing.

Our test unit also had a bank of four auxiliary switches, a $125 option that would make it easy to install lights or other appliances without tearing up the dash. Another upgrade, a 200-amp alternator, is priced at $75 and would be well worth the investment. For those who tow loads over 16,000 pounds, a factory fifth-wheel hitch is available. It has the electrical connection mounted inside the bed wall, and the hitch.

We think Ford has broken new ground here, by integrating so many truly useful features into the Super Duty. They are all covered by a factory warranty, and their costs can be rolled into the purchase price. We admit it. We’re impressed.

Our score: 15 out of 15

6. Ride Quality and Steering


As a rule, an empty tow vehicle is the world’s worst ride. It’s bouncy, the rear tires are too stiff to hook up without weight in the back, and the springs will let you know every time you hit a ripple in the roadway.

We’re not sure how it managed to do it, but our test unit was surprisingly compliant when driven empty, with reasonably good grip. At the same time, it was easy to handle when loaded.

When the truck is empty, ride quality is firm but not jarring — actually quite nice for a 10,000-pound GVWR suspension. On the highway, the truck steers and handles in a relaxed, low-effort manner, without requiring much concentration from the driver. It cruises steadily in-lane, without wandering, and is precise around town for a truck this size. Even when towed our Airstream over the Cahuenga Pass into Hollywood, using crowded, cracked urban surface streets, we felt confident and relaxed.

Parking, always a back-and-fill process in a full-size truck, is made easier by hydro-boosted power steering and a rearview camera. Sure, it’s a big truck and you have to be careful with it, but all in all, the attention to driving dynamics and ease of operation by Ford engineers seem to have paid off. We think the King Ranch F-250 is a nice truck to operate, with or without a load.

Our score: 9 out of 10

Pricing, and the Bottom Line

So we like the truck, pretty much everything about it, with just a few reservations that only time will resolve. Of course, like a lot of great things, the price becomes the balance point between “want” and “need.”

Our F-250 crew cab test unit was based on a $48,860 MSRP, plus the cost of options. Standard equipment includes the Sirius Satellite Radio, the power towing mirrors, power window locks, four-wheel ABS, a security locking ignition, a three-year bumper-to-bumper warranty, plus other niceties.

Added to that is the cost of the 6.7-liter diesel ($7,835), 20-inch wheels and tires ($1,375), navigation system with upgraded audio system ($1,875) and a power moonroof ($995). Those and other options — including a spray-in bedliner, tailgate step, bed extender and a tool cable lock — bring the total price to $64,405, including a $975 destination charge. So it’s not cheap.


During our time at a San Diego beach campground, Super Duty pickups were by far the most common tow vehicle. As you might imagine, we were approached by Ford owners curious about the new 2011 and the diesel engine, which allowed us to conduct a small survey.

A couple of owners in particular stood out. One of them was a 2005 F-250 owner with 6.0-liter diesel who regularly towed a 30-foot fifth-wheel trailer estimated at 17,000 pounds. He’d had negative history with the engine, but kept the truck. Another had a 28-foot triple-axle trailer with lots of gear, and a large family, probably towing well over 10,000 pounds behind a 6.4-liter diesel. Both were Ford owners towing far more than we did, with older Super Duty diesels.

After a quick tour, and a review of specs, we asked these owners for their thoughts. Both believed that the truck we had, as equipped, would be easily sufficient to handle the kinds of loads they had towed for years. Despite mixed feelings about the diesel engines in the trucks they now own, they loved everything else about their Super Duty rigs. We have a feeling they will be switching to the 6.7 when the time is right. And that says a lot.

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Another, 'the last truck you will ever buy', article.

If you haven't found a real problem with the truck. You haven't driven it far enough. Period.
I would like to read a report. Not an advertisement. Please.

This is a tow test, and a a brand new SUPER DUTY. Why would he have a problem towing? Check back in a few when he does the GM tow test. There are sure to be a few problems.

Nice truck but who can afford one? 64 grand? Is that realistic? Even if it is a King Ranch? The prices of these trucks is out of control. I own a large boat but could not afford this truck to haul it.

nice looking super duty its too early too expect any problems with the engine/transmission lets give it some time......

wait until dodge bring out the ZF/chrysler designed transmission with a torque rating said to be over 800 pound-feet. then we will have a real engine in a real truck.

@billiejoe , stop with your crappy Fiat propoganda !!! Yes we all know what Dodge/Fiat have - new body style,new interior,Cummins under hood and.................... - NOBODY WANT TO BUY THIS "MIGHTY CUMMINS" and crappy Dodge/Fiat. GOD JOB FORD!!! YOU ALWAYS 1st!!!

HA HA! I bought the mighty Cummins! and I love it.

The new F series are nice. Would like to see how they hold up over time.

Good read!

Tow test? "We think the trailer weighed 6000 lbs, but we didn't bother to get an actual weight."

6,000 lbs of the most aerodynamic trailer you can buy on a truck rated to tow 14,000 lbs? How many Airstreams have you on the road seen in the past year?

I'd be more interested in reading an independent test of a 2011 model being put through the paces for the new SAE towing standards that go into effect in 2012. 12K fiver, A/C on full blast, 7% grade and not throwing codes or overheating.

Or better yet, loan me a dually and I'll give it a test with my high profile, 18K fiver. Make it a long term test to make sure I get all the info though.

Yea, not really an impressive test. Maybe on the haul test you can place 500 pounds in the bed and drive around town. For the off road test, maybe you could turn on to a gravel road and throw into 4LO for some extreme off road action.


Great story, very detailed information written for what you were given to work with. ;)

Considering the amount of time the tester had with the truck I found this test to be fine, or at least informative. Its not a long term test truck or anything. I think an F-150 could haul that Airstream without much difficulty. The superduty is overkill for hauling a camper like that. This truck is suitable for hauling construction equipment (backhoe)or very large campers.

Great write up, I have the 6.4 and it tows my 14K 5er just fine but I like the idea of the in-house PSD.

18mpg around town is REAL nice!!!! So is 14mpg towing.

Can't wait for the HD shootout!!!

Buddy - Dude, you not only read the article, but commented on it. What did you expect? They stated what was going to be done right at the start. It was a first test, not a torture test.

I have test driven a few of these new 2011's, and they are definitely nice. I wish they would improve on wind noise some, the 2011 has just as much wind noise as my 08. However, that is something that can be excused, because they really are very quiet otherwise. I am also hesitant when it comes to long-term reliability/ durability. We always hear great things at first, but being the first year there are bound to be some problems. And hey Mike, thanks for posting these great articles, you do a fantastic job with them, and are always honest. Which is hard to find these days. It would be awesome if you guys could do some tests that REALLY put these trucks to the test. Like take them to their breaking point. Not too sure of if Ford will let you do that with their $65,000 truck though.

Guys, there is only so much that can be learned in a one week, 800-mile test. So we shared what we knew. As anyone can see, the truck is nice. It ought to be--it's brand new and it costs a bundle. And definitely, it can tow MUCH more than a 6000-pound Airstream. But we can't say what will happen in 2 years, 5 years, or 10 years from now. We will say this: If the engine and transmission turn out to be everything Ford says they are, this generation Super Duty will be a great work truck and a fine tool for anyone who needs to tow. First guy to 300,000 miles can second-guess all he wants.

I think it would be great for those of us who tow heavy to be part of this testing. Seems what happens in the lab is not always what we do in the field.

Thanks for a good wright up Mike on the Ford PS diesel! By the look of things or at least on paper the New PS Diesel should be a great engine tho I will say this I sure am glad I am not a Ford Diesel mechanic as that looks like a NIGHTMARE to work on. Being a Dodge/Cummings fan I will admit both Ford and GM might have the edge in power these days but the thing they both will NEVER EVER have is the Simplicity/Longevity of inline motor thus being a Cummins!

Interesting article. I can't wait to start hearing about real-world use of the urea system in cold climates. A solid engine and tranny are great, but if the urea system isn't reliable and limps the engine...who cares about the rest.

Waaaaaaa. Waaaaaaa. I wanted Mike to hate the new Super Duty like I do. I wanted Mike to have problems with the new Super Duty. He didn't hate it and he didn't have problems. Now I'm angry. Momma Obama please make Mike stop giving the Super Duty such good reviews. This isn't fair. Waaa. Waaaaaaaaaaaaaaa.


The chief engineer of the new diesel for Ford answered your question about the Urea freezing:

Q: Can you elaborate on measures to keep it from freezing in the more severe climates?

A: The UREA tanks system, lines and injector are equipped with special heaters to make sure that under all operating conditions (all the way down to -40 degC) will always operate.

@Scott - In addition, there will also be winter DEF for cold climates.

Hey Mike, can you please try to match up the Chevy/GMC and the Ford with equal gear ratios, i.e. 3.73 as to not give one the advantage over the other in the "Shootout" you'll be doing soon? I can just see you guys getting the Ford with the 4.10 and the GM one with it's 3.73 and then claiming the Ford to be the "Towing Champion" because it can pull more and is faster in the quarter mile.

I know you'll try to match them up as evenly as possible but I'm so sick and tired of Motor Trend and Car and Driver comparing 2 cars or trucks in a certain class (Mustang vs Camaro) but then giving one of them a distinct advantage because of shorter gear ratios or whatever else and then claiming one to be better than the other based on that option. Or they'll compare a Camaro SS against a Shelby GT500 and say the Mustang was faster. Really? No $hit!! Let's stick to comparing apples to apples, thank you.

@Chris: You have to realize even with the same axle ratios the transmission ratios are different the only way to get an accurate test would be to take the ratio of the transmission and the ratio of the axle and pick the closest one possible.


Mike uses whatever the manufacturers give him. I would assume a test like you stated should be considered (Bananas to Bananas). But from past test he works with what they give him. This also applies to you're Motor Trend comment.

However, I do not know if he get's to choose trim/options on these trucks. If so, then yes they should be ordered identically.

i mean i can see how people would rather hear something negative, but IF there is anything really wrong with this truck it is way to early to tell. I am extremely confident in this truck. Another thing is i might be wrong but it seems as though gm is really stretching out the power for their next HD so i dont know how much of a good thing that is. This truck is solid.

The UREA tanks system, lines and injector are equipped with special heaters to make sure that under all operating conditions (all the way down to -40 degC) will always operate.

I've seen temperatures much colder than - 40 celcius.
(and I used to walk to school 10 miles up hill both ways in 10 ft. of snow. LOL)

Mind you, winter diesel gels around: - 25 to - 35 celcius (If my memory serves me correctly)
That would be rare in most environments outside of the Arctic.
DEF freezing or diesel gelling would never be a concern for most people.

Nice write-up, but a 6000lb trailer to test one of these high powered 2011 diesels, come on that's not a test, its a sunday stroll. Of coarse you're not going to find a problem, the truck didn't even have to break a sweat. The new Chev comes out next week so do the shootout the right way with serious trailers and make the trucks WORK for it!

Sounds like it's a perfomer. I won't buy a 6.7L Powerstroke for at least a couple of years. Ford is an unproven manufacturer of diesel engines, and their track record with International is none too good, to say the least. If I do buy one, I would probably get an extended warranty and sell it before the warranty expires. Fixing that thing will be expensive. It's not the best looking Ford truck either.

@Big Bob... Ford has been designing diesels for years in Europe and other parts of the world. Heck they made diesels for their tractors before they sold the brand New Holland which is now owned by Fiat... along with International Harvester. Go figure.

@ Lou

And you're right its not a problem for most people for cold weather operation . And come to think of it, if it's cold enough to freeze your Urea tank, and gel your diesel, you will NOT be the only one with a slight problem on your hands, no matter WHAT diesel engine/truck you own !

Shawn, yeah, and Chrysler too! You are right, and some of those New Holland diesels were tried in medium trucks too.

6500 pounds?, were you afraid you were going to break the Ford mike? ;)

I have a 09 F-250 CC Long Bed, Lariat, 4x4 with Air Bags. I pull a 16.7K 5er toy hauler. Had the truck two years and have put about 20K miles towing the trailer with it. We have been everywhere, Yellowstone, up the Oregon Dunes, etc. The truck is a beast for towing and still has a great ride. Gas mileage is about 9-MPG towing and about 15 empty. So MPG is poor at best, yet I pull a heavy load. Everything Mike stated above applies to the older SD trucks (2005-2010). Only real news these days is the new engine and 6-speed.
We looked at the Dodge prior to buying and they offer no long bed with Meg-Cab. The interior was a Joke, (I thought I was driving a 1966 Chevy). The ride and noise were poor, the engine is loud, I can’t hear people in the cab speak, the motor is noisy and the interior is noisy under load.
I Ave 10K miles a year, so I could care less if the Dodge motor will do 300K, my truck will be gone in 8-10 years and the truck will have 120K max. (I guess dodges are good trucks when you buy them 20-plus years old with 300K Miles….) Plus the truck pulls the load like a champ. For those of you that like 18-wheeler trucks, buy the dodge. For those of us that want to drive in comfort and style, buy the Ford.
The 6.4 motor has been great so-far, no issues, or dealer visits. I have a 7-year, 100k power-train warranty from Factory, so I’m not too worried about issues coming up. As was noted in the article, most of my buddies that tow RV’s use the SD…….why because it’s the best truck out there bar none for towing. Look at all the work trucks on the street and you will notice that 90% are Ford SD, Industry does not use Dodge or Chevy, I wonder why ???
Lastly check resale values on used truck, SD diesel hold better value than dodge or Chevy.

What was the fuel mileage? I didn't see any numbers for mileage with and without towing.

mike a perez,

Ford's are the lowest priced trucks,thats why you see alot of Ford work trucks..

Also,its tough to say who holds the value up more,around here all the trucks hold the value up well pretty much the same price across the board,actually to get a good used truck Dodge's I find are more expensive,if you want a clean,undented,non scratched truck.

The interior on the 2006-2009 I find were not as nice as the previous Dodge trucks,but better than a 66 Chevy !! But the only person I know who has a megacab has a 2008 Resistol and the interior on that is sweet !! The Laramie always had a nice interior,anyways those are gone (06-09)and Dodge has the best interior's again !!


So the Dodge is more expensive yet lacks ergonomics. I don't buy the Ford Truck are cheaper comments.

stripper Fords are the cheapest heavy-duty truck on the market, thats why they are so popular with fleets...

Dodge is right

Guys always use the "one truck is cheeper" argument or "fleet sales queen" argument. Companies put out bid requests outlining their requirements. Whom ever provides the best bid and meets the company's requirements gets the fleet order. The company my brother works for started out with Fords, then Dodge, and now GM/Chev. Fleet sales net smaller profits for companies.
A sale is a sale.
I don't find a huge price difference between the domestics. The Tundra is overpriced.

I was reading a test of the F250/350 and they had a fuel economy challenge among the journalists. The MPG numbers were mind boggling.
My co-driver and I started out with the best of light-footed intentions, but could only plod along behind the journalist doing 50 km/h for so long. Once past him, and otherwise driving normally, we registered the equivalent of 8.1 L/100 km (35 mpg Imp); when the economy challenge winner finally did arrive at the hotel, he averaged 6.9 L/100 km (41 mpg Imp). Those are pretty much car efficiency numbers. The winner among the gasoline trucks got 13.0 L/100 km (22 mpg Imp).

(Imperial) = (US gallon)
best diesel MPG
41 = 32.8
35 = 30.4

Best Gas MPG
22 = 17.6

Who is the cheapest?

Ford F-250 starts at $28,020.

Chevy Silverado 2500 starts at $27,465.

Dodge Ram 2500 starts at $27,215.

BigBob,my experience with the sleeveless
(parent metal bore) engine was positive.the 5.9 Cummins replaced it because it was lighter I was told,weight is an issue in medium trucks(more tare,less net).That "Ford" engine 474 cid would turn over 3000 rpm in overspeed mode,they seemed to be rather easy on fuel too.The early Cummins were rather noisy and believe me I've been around a good many of them also.Like to have a dollar for every 5.9 that was produced-Kevin


@Ryan - why don't you get OnStar to check your spelling!
I am actually hoping you guys are wrong, not because I care who wins ( I don't) ,I'm just looking foreward to reading all the excuses for losing.
That will be very entertaining - regardless of who wins.

For you people that say fords are cheap, I have a 99 chevy diesel which I bought for $1200 and it isn't worth morth than that. Most 99 ford diesels are still around 9-12k. As for the chevy its the cheapest built pickup ever put on this planet period...............

Two quick points.1). The article claims that even Ford admits their latest diesels are junk, hence their 3 rd new diesel in 7 years. Blame it on navistar though it's all their fault.
2nd) 64,000$ ? !! please, someone tell me thats a misprint. I guess all the oil barons, and celebrity athletes will be able to afford them, and the rest of the people that are tryin' to act like they can afford it will be riding in style until they go bankrupt, with their 2000$ pickup truck payment. BS. Oh wait i guess with 35,000$ down you can have one by only financing 30,000+ tax,tag,title,etc.

I am not sure how the the article can be written without a discussion of the mpg. Obviously, some folk do not care, but it would seem that the only reason to not include the information is that it is so terribly bad.

How can you "whoops - I forgot" this issue??

@TS: You must have missed the MPG summary in Part 1, near the bottom.

I stand corrected. Thanks for pointing that out. The MPG is what I had hoped!

i OWN OVER 300 PICKUPS AND FORDS ARE BY FAR THE BEST. i LOVE THE NEW 6.7 POWERSTROKE. My personal trucks are all 6.7. I dont mind the chey, but dodge PLEASE?

I've had mine 5 days and love it. It's outfitted almost exactly like your test drive. And in July we'll be taking our 27' Airstream up into the Smokies. I look forward to the towing power I never had before!

I have owned Ford diesels since 1984, they were all great trucks/motors except for the curret 05' 6.0. The 6.0 & 6.4's should have been recalled with bad head gaskets, weak head studs and sorry EGR/oil cooler systems!

OK, Ford comes up with their own engine to save the day... great, but what do the dedicated Ford diesel owners get? They get kicked in the teeth with 60K drivetrain protection. After being killed with downtime on my 05', now I'm going to get 40K less coverage for the unproven "in house" 2011 replacement. Not this cowboy!

I just bought 2011 F-250 and Im pulling a 41 foot 12,000 pound fifth wheel. Truck pulls like a champ. I was driving up a long steep grade that I had pulled before with my 2000 7.3 that I could only reach 50 MPH. with my new 6.7 on the same hill I had to back off the throttle because I looked down and I was running 85 MPH. this truck so far I think has way more power than needed and I have had no problems with high temps while pulling this trailer. And that 12,000 pounds is dry weight, and I had all gear,generator, water, kids, wife, and dog. I know the old 7.3 is bullet proof but under powered, I think Ford has done it right this time. My MPG so far was 11.8 towing and approx. 17 MPG empty. I did have problem a day after I got my new truck it had a problem with the waste gate on the turbo getting stuck, but it went in and within an hour it had been adjusted and running fine.

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