Ford F-250 Powerstroke (6.7L) Diesel Engine/Towing Review **Heavy Diesel Mechanic**
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- čas přidán 5. 09. 2024
- I Review a 2023 Ford F-250 Super Duty 6.7L Powerstroke Diesel engine. I also test the max towing ability of this ford F-250 Powerstroke diesel with a heavy trailer up some steep hills. I give you my opinion about this heavy duty truck as a heavy-duty diesel mechanic.
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**FULL 6.7L Powerstroke Review - • Ford F250 6.7 Powerstr...
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I hope everyone enjoyed their weekends! I got the pleasure of driving the new 2023 Ford f250 super duty with the 6.7L powerstroke diesel engine.
I load up a heavy trailer to the max towing ability of this specific 2023 superduty and see how it tows a load almost 200 kilometer down the highway.
but first I talk about why I think as a heavy duty mechanic that this latest standard output powerstroke engine is a good engine. first thing is the intake and exhaust flows being reversed and increasing thermal efficiency of the turbo making more power naturally which is awesome
the second reason is that this engine is an undersquare engine that makes torque very easily and probably why it can make such high torque figures from the factory.
and the third reason why I like this 6.7 powerstroke is how strong it is built. it was beefed up in 2020 with things like steel pistons and more strength to the block. this engine also has more headbolts per cylinder and stronger main caps giving this engine very robust internals.
When it came to towing, I loaded up my own power wagon and some concrete blocks to give me about 16,000lbs which is the max towing ability for this 2023 ford f-250 superduty.
now when towing this load down the highway I was honestly not impressed. the truck was swaying all over the place and my tongue weight was in spec. it was just not a comfortable towing experience.
the engine itself, the 6.7L powerstroke had plenty of power and i can see why people like these engines because it felt like it would pull anything which that much torque.
anyways guys I hoped you liked the video!
The thumbnail is probably a little deceiving, I actually really liked the Powerstroke. But the towing experience was not great. Now that could very well be user error but the trailer weighed 16,500lbs and I had over 1,600lbs of tongue. I figured that would of been an ideal set up. Perhaps the blocks at the rear completely behind the rear axle was just too much weight at the rear end. Either way It won't be the last time we see a Super Duty on the channel and we'll have to re-test and see if a different load set up makes a difference. Thank guys!!
Love the videos, keep them coming!
I agree with the retest at some point, even rocket scientists don't always get it right on the first try .... or fifth or sixth ... 😀
As a Diesel Mechanic, would you want to work on that PowerStroke?
Trailers are like pendulums unless the weight on them is properly positioned. You don't want pendulums. Either put blocks on nose of trailer, then truck, engine first. Or truck engine first then blocks close behind.
@@seagullsbtn The fact is though, the truck was weighed before hand, then again with the hitch weight and the whole unit weighed as a whole ( we did not see the whole proceedings but was explained as per the knowledge of the 1600 lb added to the truck ) so the trailer did have the correct minimum hitch weight. Now had he loaded the trailer as you suggest, the hitch weight would be so extreme it would have been WAY over the maximum weight on the hitch for a pickup. Would the unit have handled properly weighted as you suggest as long as the pulling unit and the trailer frame could take that weight that far forward of the triple axles on the trailer, more than likely yes as I suspect the trailer wanted more than 10% of its total load on the hitch. Future testing with a more concentrated load just ahead of the trailer axles and the same 10% hitch weight will prove interesting.
The look is growing on me. Fords typically have always looked whack to me when they come out with a redesign but there designs tend to age better than others.
As others have said, you have very little weight directly on the trailer's axles with the centre of the truck well forward, and the concrete blocks well behind. You probably should have measured the towball weight before you hitched up, and then move the concrete blocks forward. I do appreciate your videos. You have at least one regular viewer from Australia! RAMs and F-trucks are quite popular Down Under, despite their outrageous pricing.
To prevent the trailer sway I think the truck should be over the axles and the blocks towards the front because that truck is about 6 to 7,000 lbs vs the blocks 2,400 lbs
It's still a classic truck with the engine mounted in the front. Not in the rear.... back portion maybe weights in @1k lbs. It's the cab/engine that weight the most... so in other words... no, it's just coupled to a Ford.... problem was circled from factory....
True
@@loadingname98I don't know where you went to school, but where I went we circled the answer.
@lray801 yeah, where I come from, they don't give us the answers.. we have to find out whats wrong. Biggest problems get circled, completed jobs get checked/crossed out. While unfinished jobs get highlighted...
Ford didn't just circle... they also highlighted....
And some of yall still need it to light up
@@loadingname98 Really? Never took a test with multiple choice, huh? They only wrote down the wrong answers? So how did you ever get it right if the answer was never written? Weird.
Must be frustrating for you to see the problem be the most popular choice.
It would have been really interesting to see you immediately hook that trailer up to another truck, loaded just as it is to see if there really is a difference in towing simply due to the tow vehicle or if the poor towing experience was due to the trailer load. Trailer sway is typically all about the weight distribution on the trailer and less about the vehicle pulling it. As always, really enjoy your honest reviews in all situations.
this week I have the same truck and you'll redo this test. Not fair to the truck!
Load placement on the trailer is causing the sway.
I think you should adjust the blocks and retest just to make it a fair comparison. I agree with the others I think the blocks are too far back on the trailer leading to the sway you’re feeling.
we will certainly have more towing videos with super duties in the future! appreciate the feedback the more I think about it even having 10% tongue weight those block were probably too far back.
Absolutely agree. No valid opinion of the drive quality unless it is loaded properly. I’m itching to get a new truck and I was hoping this would help.
Having weight at the extreme ends of the trailer versus more in the middle, definitely makes a big difference. There’s a physicas law known as the polar moment of inertia. Trailer sway will cause a lot more torque laterally on the hitch and make the truck unstable.
Also, having the truck facing forward is more aerodynamic that headwind on the tailgate and flat back of the cab acts like a windbreak and would increase your tongue weight the faster you go. I would put the truck in facing forward, about where you had it the first time and move the blocks forward over the rear trailer tire and it would be much more stable.
Should let you know, as for the CP4 fuel pump. S&S Diesel now makes a CP4 to DCR conversion for the 6.7 powerstroke, which we all couldn't recommend enough
Much rather have the CPX pump that RCD offers instead of a pump made in China
Great videos, good info! If that trailer had been level or a bit nose high it would have made a difference on any truck regardless of brand. The way it was setup would put a lot of weight on the front axle of the trailer making the pivot point very close to the centre of the trailer and with those blocks out back it makes an ideal situation for excessive sway. If the trailer was nose high by an inch or two it would transfer more weight to the middle and rear axle which would help stabilize the load even though it looks like that trailer was a slipper spring suspension setup. While this spring setup might be better for load distribution over three axles than torsion axles you would think the suspension spreads the weight evenly but it does not. Great content none the less, keep on making these informative videos.
Try a goose neck trailer next time. They tow a lot better and no sway. There better for heavier loads.
To be fair, you need to tow the same trailer set up with each tow vehicle. Otherwise, you really can’t make a fair comparison.
Thats one way to get good mileage with a power wagon !
Best mileage lol
This channel is great because of the awesome content, and also because the comment section doesn't eviscerate the channel over small things that could've been done different/better. The maturity here is making me want to go to my channel and delete my old responses to comments 😂😅.
well we know I certainly am not perfect lol. live and learn and in the future use the same loads on the trailer to make things even.
As other here have said, I think the load distribution was the culprit of the sway. Anything towards the rear of the trailer will do that. It's like the tail wagging the dog. I've had my share of different size and weight trailers so it just takes a little tweaking to find the sweet spot. As for the big 3, I would choose the GM for comfort, Ford for winning the race, and Ram for ease up the grades. I love my 2017 F250 but friend's ram pulls a lot harder and easier up the grades. My friend's GM rides so much better than the Ram and Ford but it's a slug unless it's tuned 😉 Great video! Not enough from Ford for me to upgrade from my 2017 though.
Agree with your conclusion about the big 3!
I use an 06 F350 to pull our 38 foot, 12k trailer. I had to use a Ram 3500 with the Cummins to pull it and my 06 walked all over the Cummins. A newer SD would do even better, especially with the 10-speed.
And yeah, he really pooched the trailer weight distribution. Just because he had tongue weight right, there was a shit ton of weight behind the trailer axles with hardly anything directly on them. He should know that.
@@lray801 Interesting about the Cummins. I've never actually towed with one but I did notice that they lug lower in rpms than the V8s.
Yeah I think blocks in front and the truck weight over the axles also truck facing Forward is the ideal towing situation
We are going to redo this tow run with a better load set up.
I haven’t seen it mention in the comments, the Cummins has 2 bolt main yes but also has 7 main caps vs ford and chevys 5 main caps.
The Cummins is an inline 6 cylinder engine which is a built in advantage for engine internal balancing, strength and simplicity when it comes time to repair.
I have worked on all three of these, the power stroke may seem great but try working on one! Horrible, 16 hours labor time to remove valve covers. Cab off is common to do any work on these engines. And in some vehicle applications good luck removing the cab. The labor Cost to maintain the ford is the whole reason I wouldn’t recommend it.
Try it with a gooseneck or fifth wheel. See what the outcome would be with that typee of weight. It most likely will be better. I personally wouldnt use a bumper pull with anything over 10000 lbs with the 2500.
I agree, a receiver type hitch well behind the rear axle center line will have sway issues that a gooseneck hitch centered over the rear axle will never encounter due to that leverage effect of the attachment point on a "bumper pull" trailer. There is just no getting around that fact and the heavier the trailer for the weight of the truck, the worse the tail wags the dog if there is a reason to do so, an abrupt manoeuvre or a strong gusting side wind. Plus the fact that there is no weight distribution hitch on this trailer so its taking weight off of the steer axle compounding the problem no matter what pickup brand is used. This is in no way knocking the channel at all, just a fact of one trailer style having better handling characteristics over another.
@@charlesb4267 Indeed you will have more stability with gooseneck or fifth wheel. Plus it's a simpler set up for towing alot more wieght. It's great that the trucks now are able to bumper pull those high numbers in weight but for long distance and more stability I would feel more comfortable towing with goosneck or fifth wheel. I own a 3500 cummins srw even with that I'm careful as far as bumper pull. Even though I know it's capable of bumper pulling alot you still need to be comfortable on long highway drives.
@@dom_delacroix7424 Very true, and I find a typical A frame style hitch bumper pull to be very awkward compared to a fifth wheel or ball gooseneck principle system simply because if there is enough cab clearance to do so the truck can be turned up to a 90 degree if not slightly beyond that angle relative to the trailer. I've seen plenty of bumpers smashed up on pickups due to turning too short with a bumper pull. All the same reasons why tractor trailers are typically fifth wheel design. However a bumper pull leaves ones box totally free for storage or to have a topper on it, or even an RV camper for that matter.
@@charlesb4267 Exactly I've seen that before also. Lol
Ford and other truck companies finally crammed enough tubing and wires to deter the average diy from working under the hood
Duramax is the same way lol just stuff everywhere. But that's what you get with a V8 turbo diesel
The forgot to leave space for your hands to work on it! Junk!
If the power wagon was facing forward I think the load would have been more aerodynamic, would be interesting to see same test with 6.7 High Output. Thanks for the video !
Thank you sir! Ya I think the trailer sway was user error but you live and learn!
I can look at that trailer and tell you it doesn’t have enough tongue weight
This comment will get me blasted...when I had my 2020 Powerstroke F-350, I thought in my opinion, it was not nearly as stable towing as any of my srw Ram 3500s.
Ram 3500's 4500 and 5500's are the best trucks in the business..
And the engine brake is a sack of s***. Oh look out for the comments now!
I’m looking forward to see the retest.👍🏾
The Ram is heavier and feels more planted than the aluminum Ford. As long as I load my trailer heavier in the front, the Ford pulls great.
I mean the Ram 3500's are solid units!
I can’t comment on the newest greatest superduty, but I can give my own experiential feedback on the 2021 superduty and it’s towing. We tow a rather long and large travel trailer on a semi-regular basis and have had no problems at all with sway. Part of that is because we use an anti-sway weight distribution hitch, which is always wise when towing more than 8000 pounds.
That said, I’ve also towed that same trailer without any anti-sway, and experienced zero sway issues.
In your setup, you have two 4,000 pound blocks on the tail end of the truck (8000 pounds). If indeed these are standard 2x2x6 concrete barrier blocks. And roughly 4100 pounds of the ram on the tongue end. Rotate that configuration and you’ll have a completely different and much better experience.
I believe if you had rotated the positions of the blocks and truck, with the truck engine over the trailer axle, and the bed of the truck at the rear of the trailer, and the blocks
I like the testing you are doing, but it would be nice to see a direct comparision between the Ford and the Chevy with the trailer weighing the exact same and loaded exactly the same, then you could actually compare differences between the trucks. Adding 3000 lbs of load to a trailer will make a noticable difference pulling a grade. I would actually rather see both trucks haul the same load that you had behind the Ford even though it wasn't a max load for the Chevy.
It’s definitely not a true comparison as the load is not the same weight. You are 100% correct! He also doesn’t know how to put weight on a trailer and that is white swing. I drive a hot shot truck and know what happens when you load it wrong.
Thanks for the videos, good reviews.
Thank you charles!
Your load was not distributed correctly . Those blocks were to far back on the tail and that’s what caused the sway.
If you had loaded them sideways across the deck and farther forward, you would have been ok.
I have hauled blocks before. You have too much on the ass-end. Move the blocks over the wheels.
I mean maybe but my tongue weight was in spec and when I pulled with the Duramax I had blocks on the back too.
@The Getty Adventures a few feet makes a big difference. We're they in the exact same spot? I just looked at Durmax video and the blocks were further forward by 1/2 a block or more. The pickup height might have added to the start of oscillations due to airflow but mostly the weight was too far back. Not the F250's fault at all. Improper loading. 😮
I believe that was the problem this time… if not only with the RAM facing forward, or the blocks one in front and one behind the the loaded truck…
Yaa operator error fore sure. in the future the loads will be much better calculated.
It was quite heavy and maybe it could have been loaded better ( I wouldn’t know) but a trailer shouldn’t have to be loaded perfectly to avoid sway like that. There’s got to be a nice margin of error. I would think there was the wind, but it was a headwind not a side wind. Hopefully you’ll get another shot at it in different circumstances. That motor is a beast! Love the channel. 😎
It absolutely matters how you load that trailer. If he would’ve had the majority of the weight pulled forward just a bit towards the tongue it would’ve never swayed. The guy just doesn’t know how to load a trailer.
@@darrelltuma4553and it shows
Ive been driving dodge for a while now I'm currently running a 3rd gen 5.9 had a 4th gen 6.7. however I will say ford is the truck to buy now strong transmission good truck and great motor
I tow skid steers and mini excavators all the time. Trailer sway is caused by too much weight to the back. Even if you have 1,600# on the tongue, you also have 5k# at the back of the trailer. That's 31% of the weight, and if you look at the video, just about as far back from the axles as it can get. I cant see (for sure), but the thumbnail from your Duramax video shows only blocks on the trailer, with a more evenly distributed weighting. The blocks at the back don't appear to be as far behind the axles either.
You are correct. I think my loading with simply not correct. but fear not I have the exact same truck this weekend and we are going to load this trailer correctly do see how the truck does. Probably much better!
The wind at speed flows better around the hood and windshield rather than the tailgate and rear of the cab face it forward less resistance
Ya I was thinking the drag could be a factor. I was also heading into a large headwind
You measured your tongue weight with a stationary vehicle. As you drove with those concrete blocks behind the trailer axles, every little bump would create a see-saw effect, lifting up on the tongue and dripping it below the 10% weight.
I understand the desire to tow max weight, but there is a reason that no one loads trailers like that.
It took me 2 seconds to see I would never tow how you have that trailer set up.
Way she goes. Live and learn
Did moving your truck farther forward improve the sway enough on the way back to be comfortable? Are you able to adjust the trailer sway control? Looking back at Pics it looks like your truck may be about 2-3 blocks high? That'll catch a decent amount more cross wind and add some drag since it's now above the roof line of tow truck too... But thoughts about if you think shock damping or leaf spring geometry differences might be more likely culprit? Appreciate your videos! Keep it up!
Yes moving the truck back did make a nice difference. but it was little a very cautious drive. and the wind was very strong that day. My gut feeling is that those blocks at the rear were too far back.
I think if you had the truck pointed the other way, it would be much better.
Give me a 12v or 24v Cummins anyday. Who would want to work on a durmax or 6.7 diesel Ford.
The engines bays on those V8 Diesels are complex forsure!
Heaviest part of that ram was on the axles, and the concrete blocks at the back of the trailer… what was your tongue weight?
I really like watching your content before this and I will after and I'm not trying to be a douchebag but the trailer is not loaded right. If you're swaying back and forth you're not loaded right, period. What ever is on the very back of that trailer needs to be pushed over the axles
Agreed, if you look at the blocks on the Duramax test, they were starting on top of the 3rd axle. In this test they are almost at the very back of the trailer. Moving them 2-3 feet forward would have put more of the weight on the axles and likely stopped all the sway issues.
Ya that's what I was thinking, probably going to just load blocks on for weight and not the truck. the reason the blocks were so far back is because the truck. figured with enough tongue weight it wouldn't matter.
@@TheGettyAdventures no worries, you are a mechanic and not a hauler so you learn as you go. Love the channel and your very unbiased opinion. Currently considering a 3/4 ton and figuring I am going Ford for 2 reasons, 1) aluminum body, I am tired of rust repairs to panels, 2) the stout builds on the engines per your reviews. Cheers and Keep posting
I honestly think it may have to do with the solid front axle. They just feel different when towing heavy loads and the front end is “lighter”
I think I might by a Powerstroke. The steel components do it for me.
You need to turn the truck around with the bed at the rear of the trailer and put the blocks near the tongue.
the load probably needs to be shifted.
Love these type of videos. Would hate to buy anything you tested.
Even more than power to me handling and braking are key in making long drives enjoyable while towing. Please follow up on why that F-250 was so sketchy (handling wise) while towing.
Having the truck on backwards sure don't help with handling !
You didn’t say if you had equalizer bars on that hitch, If you don’t you definitely should, I don’t care how heavy duty the receiver is?
kPa is kilo pascal. 1kPa=0.145PSI. I also think just having the Power wagon facing backwards causes a lot of drag and could explain the swaying.
Perhaps yes! Going to use a different load set up next time
I like to see at least 15% tongue weight to eliminate trailer sway.
They look like the big blocks if they are they way about 3800 lbs each and that is 1 yard blocks which 3800lbs each .
they weight about 2,400lbs each.
The front end looks kinda weird; like it’s being stretched on all sides. The rest of the truck looks really good though.
Since when did steel become stronger # for # with aluminum?
Too much weight at the back of the trailer. With the truck backed in the engine and transmission is at the back of the trailer which is the heaviest part of the truck. Plus you have the concrete blocks back there also. Most of the weight on the trailer is at the end instead of the front.
The engine and transmission of the powerwagon were directly over the trailer axle. Not the back.
I'm debating on buying a new one or a 10 year old one for 1/4 the price
Cummins 5.9 and 6.7 L have always had six bolts per cylinder for the head. Not sure where you heard it was four.
They both have 26 cylinder head bolts. 6x6 = 36..?
@@TheGettyAdventures yes each cylinder is surrounded by 6 bolts. 26 total on a Cummins www.xtremediesel.com/mm5/graphics/00000001/PP-24vCRH-L103VS-FR.jpg
@@VMac822 if a Cummins has 6 bolts per cylinder how can it have 26 head bolts ? Math isn't your strong point.
@@kylebutler7142 lol…look at the picture and count, there’s always head bolts shared between cylinders…same goes for the Powerstroke and Duramax. So simply multiplying 6 bolts per cylinder by the number of cylinders doesn’t work. The phrase “6 bolts per cylinder” simply means each cylinder is surrounded by 6 bolts, not that there are actually a total of 6x6, since on the Cummins 10 bolts are shared between cylinders (6x6 -10 =26).
Same deal on the Powerstroke. Bolts between cylinders are shared as well, and then you have 2 banks. A Powestroke probably has 36 head bolts, not 6x8 =48 since several are shared. Someone who works on Powerstokes could chime in and confirm.
Swap the blocks with the truck then try it.
Thanks for the video. All I can say is of course it’s not that fun to drive. You have an imbalance on your trailer. When I saw the thumbnail my first thought was IMBALANCED LOAD. Not the trucks fault, dude.
I think the drive ride is becuase of the cement blocks placed in the very back of the trailer! Weight needs to be over the axels. Did you have the cement in the same place with the DuraMax?
It would be cool to do a non power wagon 2500 6.4 and compression that to the power wagon pulling 14k or so.
Why does my 2017 f250 Platinum with the 10,000 lb GVWR have a 3" receiver but this one in the video only has a 2.5"?
The front lights do look weird.
Ciment blocks should have been on the rear axle of the trailer
Ya we're going to be doing a second run with a different load set up.
The duramax has the same bolt pattern, 18 bolts per head like the powerstroke.
@Gettysburg did a great job sharing tech details on the diesels like mains and pistons and so forth, excellent video, but unfortunately messed up on the head bolts. Cummins also has 6 bolts surrounding each cylinder, same as DuraMax and PowerStroke. Cummins mains are 2-bolt as he pointed out, but could have mentioned it has 7 main bearings for 6 cylinders versus a V8’s 5 main bearings. and a Cummins bottom end has always been pretty indestructible.
Or the blocks so close to the tail of the trailer , yup
Agreed. Going to do this run again with a different load set up
Curious about transmission temperatures. Do you or were you monitoring those at all during the tow? It seems the Ford runs hotter than the others in my experience. Would love to hear your thoughts as you go if you can squeeze it in. Thank you. Great videos!
I honestly was not. but going forward I will be monitoring. another great thing to compare between brands.
What is the difference between a high output Powerstroke diesel engine versus the standard Powerstroke engine. 🙂
HO Powerstroke has 500hp and 1200lb ft of torque. This thing should be in a semi truck.
Those trucks 🛻 have better foot pounds of torque than a Dodge Ram 3500 series truck 🛻. 🙂
Why do you have a couple of huge cement blocks at the back of the trailer , your lucky to be alive and other people around you ?
More effort into loading the trailer properly. Superduty pulls just fine.
Nice vid. Be interesting to try that set up with duramax or a diiderent weight set up with ford. Yes you were in spec but they do say 10 to 15 percent . So maybe more weight forward.
I think I'm going to stick with the blocks in the future! keep things more scientific between each truck.
I was gonna say you were nose diving like crazy which means too much Tounge weight
Durmax has the same amount of head bolts. Cummins has more main caps per the number of cylinders.
That’s what I was thinking I was pretty sure the duramax and the Cummins has 6 head bolts per cylinder as well
the Cummins having 2 bolt mains is normal, all the big 15 liters engines use 2 bolt mains but they are just very big bolts lol. the Duramax uses 36 head bolts in total roughly giving it 4 bolts per cylinder. the Cummins uses 26 headbolts giving it again roughly 4 bolts per cylinder. now it clearly depends on size of bolts and bolt strengh but it certainly is interesting that the powerstroke uses so many more bolts.
As most people know, locomotives blow the exhaust inside the V, they only last forever..
lmao this is very true!
Shouldn't put weight so far behind the axle would help my good sir
Ya I think im going to just stick with blocks next time. The truck made it tough to put the block in any other spot
Turn the truck around jack!
I knew you would have sway problems with truck backed on and if you would of drove it on it would of towed like a dream if the Dodge had a 6.7 diesel and if not you would need them blocks on front of trailer .
Never tow with the back windows forward.
THE TRUCH DOESN'T MAKE THE TRAILER SWAY. IMPROPER TRAILER LOADING WILL, DROVE TRANSPORT FOR 40 YEARS AND I CAN TELL YOU, NEVER ADD WEIGHT TO THE BACK OF THE TRAILER WITH NOTHING IN THE CENTER YOU ARE LOOKING FOR TROUBLE. ALSO MAKE SURE YOUR TIRE PRESSURE IS CORRECT.
Less stable than the GM.....well you have the center of gravity for your load way different on this one. I would expect it to be handling very differently. Would be interesting to see how they compare with similar loading.
That's the plan for future tows. going to stick with the blocks to give a consistent load.
@@TheGettyAdventures may get the same result but at least it will be fair
I knew he was gonna have problems with those concrete blocks behind the axle. That and idk why you pull that with a conventional hitch. You need a gooseneck or a fith wheel. You're doing big boy numbers. You need a big boy trailer
Biggest reason is the truck I review don't come with gooseneck/fifthwheel set ups.
Why was there a weight difference
Kpa is kilo pascals and is KPa ÷ 6.895 = psi
30kpa = 4.35psi
Maybe it feels unstable because your truck is sprung weight , instead of just a bunch of cement blocks.?
I thought about that too. Despite having good tongue weight I think those cement blocks behind the rear axle are the reason for the trailer sway
I think it's the cement blocks in the very rear of the trailer too. Also, were you getting any wind on the front of the towed truck to create lift in the front?
there was a very heavy head wind. on the way back the trailer was certainly more stable.
@@TheGettyAdventures The RAM on the trailer backwards was definitely working against your aerodynamics, especially with strong headwinds. And the 3.31 gears I would never have in a tow vehicle. I owned a 2017 F250 Powerstroke with 6-speed and 3.73's. It did well. I now have a 2022 F350 dually with 7.3 gas,10-speed and 4.30 gears. it pulls great,hard on fuel.
Agree it's an ugly truck but they trailer sway is definitely (at least partially) on you... Never a good idea to have such a heavy mass on the very back of any trailer
I was thinking that too but I mean my tongue weight should of been more then enough. the truck just felt very loose compared to the Duramax.
It would be an awesome experiment if you could tow that exact same load with a Cummins and a Dmax to compare. All 3 companies make a very capable truck these days
yeah, differnce is static weight vs leverage, add uneven bounce and wiggle wiggle.
Tongue weight is one thing, but a properly loaded trailer is another. A big fail on your part. Unless you tow the exact same setup with each truck this is just a big biased clickbait.
Still had 10% tongue weight. It was not ass heavy.
I have a 2020 F250 power stroke with the high capacity towing package. When I tow it’s typically around 10K pounds. I’ve found that the truck likes tongue weights around 13-15%. I typically have mine at about 13% and have no sway issues. Fastest I’ve gone is about 130 KPH.
I also have the 3.31 rear and really like that setup with the 10 speed. You get the best of both worlds in my opinion.
My trailer has a larger than average frontal area which increases drag significantly and decreases fuel economy. At 110 KPH I’m getting about 4 Km per liter (9.5 mpg) which is acceptable for me.
What I don’t like about the 10 speed is starting from a stop when not towing. Gearing is meant for towing so it’s a little awkward to get going. I couldn’t imagine a 4.30 with that transmission.
Honestly probably was a load issue not a truck issue. And I agree having closer to 15% tongue weight is probably best. I think having the 3.31 gears with the upgraded axles/high tow capacity package is a pretty slick set up for the f-250
3.30 gears are less than ideal. Mostly because the exhaust brake works so much better with the 3.55 gears.
From the get go, you threw me off by changing the RAM from facing fwd to backing her in… It just didn’t look right for tongue weight.
It was tough because with the engine up front of it absolutely buried the back end of the f250 and the payload for that truck was only 2100lbs. Either way probably got a little ahead of myself and I think going forward I'll be using concrete blocks which will be more consistent!
Shift the weight and retest
I wonder if the swaying has also to do with not only is it an aluminum body but the overall profile of the truck is taller than it is wide compared to GM & Chrysler (at least seems when you’re inside them)?
Edit: Also winds even minor in Ontario I feel make a difference driving compared to other provinces it could be that we have many more inclines on our highway.
could very well be. and the wind was blowing heavy the whole time could of been catching the truck on the back. just was not a comfortable ride.
@@TheGettyAdventures that’s fair enough, that’s a lot of people complaints with Chevys and Fords (Somehow GMC tends to be the odd GM out in complaint). Some people although enjoy the engine complained of constant shifting in Fords 10spd or at least I’ve found on CZcams. Still was an excellent video though.
Legendary brown oval. Yay pride month! Poor Ford drivers.
OMF really? You are comparing one vehicle hauling concrete blocks, where the strap is over the load. The load has a low CoG, AND is motionless. Then you load a tall coil sprung truck too far forward in "the triangle", BACKWARDS, on a windy day, and you ONLY STRAP the wheels to the trailer! Essentially leaving the truck to flop and bounce, AND lean? You are wondering why it was so affected?
concrete blocks will be strictly used in the future. thought it would look better with the truck on it but you live and learn.
My 2022 F-350 Tremor tows very well. I ordered it with the 3.55 gears and it pulls my equipment trailers exceptionally well. I get fantastic fuel economy while towing. The concrete blocks behind the rear axle will almost certainly be the cause of the poor handling. Was is porpoising?
Ya I was disappointed with the towing run. I agree with you I think those blocks were the culprit. Going to re-test with a different load set up because that powerstroke had incredible power
You running the 6.7l Powerstroke?
@@kylebutler7142 yes it’s the 6.7. I had a 2022 ram 3500HO before this truck and even though the F-350 is Tremor and less suited for towing than the regular truck is is night and day better in terms of handling a load and power than the Ram I had. The engine brake on the powerstroke is pathetic though. I tow heavy trailers behind my trucks every day and the Fords I have are planted and rock solid while towing.
@@gravytrainoutdoors 4 extra gears in the transmission makes a huge difference until Cummins gets at least 8 behind it won't be able to compete
@@FIVE6-qk6pc my 2019 powerstroke ran circles around my 3500 as well. I think the Aisin had its shift points better sorted out than the 6R140 in the ford. The biggest complaint with the Aisin was the big just jump from 2/3. It might have been 3/4 not 2/3 but in any case there is a major jump to the next gear on one of the shifts. The Aisin in my 3500 was super clunky but the Aisin in my 5500 isn’t as bad. Both 2022 trucks. I think the 10spd gives the ford and GM trucks a big advantage though. It’s a really impressive transmission. I just hope it’s reliable over the long term. My thoughts were that the Aisin would be better because it is less complex but the 5500 I have shipped with a new clutch pack because there is a c-clip that is breaking and blowing up tranny’s. It seems to be a pick your poison between ford and ram. Both have weak points.
Bumper pulls suck. Goose neck all the way. I have'nt had a bumper pull since the 90's can't stand the sway
The first thing I'd do if I bought a new diesel truck is delete delete delete
Would not be a bad thing!
Just started watching this episode… this will sound stupid but I’m 6’4”. How tall are you Alex? I see how roomy these trucks look and then wonder how tall you are to reference how roomy they might be for us big guys.
I'm 6' and there's tons of room even in the back seats.
@@mattymattmatt101 Thanks for the reply. Glad someone took the time to respond. Much appreciated.
I didn't know the powerstroke was a hot V
Yes sir!
You may be a diesel mechanic, but sorry not the best at loading a trailer. Never load a center mass on the tail past the rear axles. That is exactly where you got your sway from. For starters blocks loaded over the trailer wheels will stop the trailer whip. Or If you wanted an even load, could have loaded the blocks up front, truck behind them pointed forward. If too much tong weight, one block up front, truck in center and one block on rear. I don’t understand if you did the test yesterday with the Chevy (which looked loaded real well) should have used same config for 2nd day test for like comparison. Just like TFL does, unhook and test back to back. The rest was a great video!
I did the chevy last week but regardless moving forward we'll be using the same loading technique. I thought having truck on the trailer would love awesome but it limited where I could put the blocks. Anyways live and learn and appreciate the feedback!
How do you do a video on towing if you don't know how to load the trailer??😂
100 kmh= 62mph
Have you towed with an older 6.7 PSD to compare? I run a 2016 F550 mechanics truck (Maintainer bed) and the exhaust brake on that truck is hardly noticeable at all. It is basically useless. I'm wondering how much better it is on these newer trucks
The exhaust brake felt pretty good tbh. I mean it not like having true engine brakes but is certainly noticeable
That’s very interesting cause my 2016 f350s exhaust brake works very good I’ll let off the gas and it’ll start braking it’s self without having to press on the brakes but on my 2018 6.7 it’s like not as strong as the 2016 by any means you probably got to adjust something
Never liked driving fords always chase steering corrections all over the road compared to a GM been that way decades
GM seems to just have a more comfortable driving truck.
12.7 miles/gallon Canadian... 🙂
Good old canadian unit measurement
Turn you truck around on the trailer. It is most definitely acting as a parachute with the back of the cab.
This is not a comparison.
Your blocks and truck position is unloading the tongue weight.
Is that a rental truck?😊
Yes it is.