Originally Posted by brulaz
We got a new truck this summer, replacing our 2009 Toyota Tacoma 4x4.
The Tacoma was a good reliable truck, but we always ran 350-500# over its GVWR. The problem was our Elkmont's unexpectedly high tongue weight (consistently 620#), our cap, kayak racks and kayaks (~350#?) and the Tacoma's payload (1100#). I was usually able to adjust the WDH so all axles were under their GAWR, but never got under the truck's GVWR. The Tacoma's 6500# tow capacity and GCWR were never a problem with the Elkmont.
So when we decided to look for another truck, our first priority was a higher payload, but we didn't want to sacrifice the Tacoma's reasonable fuel economy.
Our second priority was a built-in brake controller. The Prodigy P2 I used in the Tacoma was an aftermarket add-on that could not correct for the truck's speed. No aftermarket can AFAIK. So, when coming in for gas, the trailer brakes would lock up unless I turned down the brake controller. And then I had to remember to turn it back up when going back on the highway again. Often I didn't, and we had one emergency stop where the trailer pushed the truck forward dangerously because of my forgetting to re-adjust. The built-in brake controller used by Ford (and other pickup truck manufacturers) automatically corrects for speed. You set the controller and forget it.
A third priority was more low-end torque but again without sacrificing the Tacoma's fuel economy. The Tacoma had enough oomph but it all came at high rpms, meaning frequent downshifts and a fair amount of noise and "busyness" when towing. Also the Tacoma's 5spd tranny did not have a tow mode, so we were frequently towing with the torque convertor unlocked somewhere between 4th and 5th, and I would often force it into 4th to keep the tranny from over-heating (not sure if that was necessary, but it worried me).
The obvious high-torque, good mileage alternative would be a light-weight diesel, like the V6 turbo diesels used in the big German SUVs. But no N.A. pickup exists with one, and the big V8 diesels (and the truck models they come in) were way overkill and too expensive. I was sorely tempted by a used VW Touareg SUV, but even used they were too expensive/luxurious, and being rare who could fix them in the backwoods? And with their unibody construction, they are not built for a WDH (the Touareg manual explicitly says not to use one), have no built in brake controller, and probably not enough payload (could never get an answer to that).
Another alternative would be one of the modern V8 trucks with good gas mileage.
What we ended up buying is a 2011 Ford F150 4x2 (FX2 model) with the 3.5L Ecoboost V6 bi-turbo engine and MaxTow package which includes the built in brake controller and 3.73 non-slip differential gearing. We also got the built-in, extendable, trailer ("dumbo") mirrors (which I like a lot) and the backup camera (which the Tacoma also had, and I like a lot).
The truck's payload is 2027# (a ton, almost twice that of the Tacoma) and the tow capacity is enormous. Because of the turbos, the 3.5L V6 engine has almost as much low-end torque as the V6 Diesels in the German SUVs, but not as good fuel economy. But it has proven to be as economical as our Tacoma. We get about 12mpgUS towing the Elkmont with either truck. The Ecoboost also has better low-end torque (<3000rpm) than most gas V8s on the market with similar or better fuel economy.
The F150's transmission is a 6spd with tow mode. Whenever it's in tow mode it does not unlock the torque convertor except when shifting to another gear (the truck also has a tran temp guage). The tranny also downshifts automatically in tow mode when you brake, or when using cruise control. I rarely had to brake coming down long Appalachian slopes. With the Ecoboost's low end torque, the tranny usually sits in 6th gear when highway cruising but occasionally uses 5th (another overdrive) especially in tow mode as the shift points are adjusted.
So, compared to the Tacoma, there is very little shifting going on. But even when there is, the F150 is very, very quiet. Apparently Ford and other truck manufacturers have been putting a lot of effort into noise control recently. Overall, the F150 is much more relaxing to drive than the Tacoma.
The size of the truck relative to the Tacoma has its pros and cons. The interior is very spacious, even though we didn't get the full Crew Cab. And what I really appreciate is not having to jack-knife my self to get into the cab. However the truck will not fit into our underground condo parking spot, so we lose that flexibility. Overall we're willing to deal with it.
But what really sold the truck was the $12,000 manufacturer's discount off list.
|