F150 5.0L Coyote TV Experience

[Selkirk]

As much as I want to stay with a mid-size, I've begrudgingly started to research 1/2 ton trucks for my next TV.

The F150 is one of two models I'm considering.

The STX trim interests me the most....as it seems to represent the best bang for the buck within the F150 model line. It is offered with either the 2.7 Ecoboost or the 5.0 V8. The latter can be configured with a Max Tow package, which includes a 3.73 axle ratio and locking rear diff. Payload rating for the 4x4 Supercab/6.5' bed variant should fall in the 2000lb range...quite impressive.

I know there are quite a few individuals on the forum that very happy with the towing performance of the 2.7/3.5EB drivetrains. However, I'd like to hear opinions from anyone who has opted to tow their Escape with the V8.

I know the 5.0 won't have the quite the same low-end torque nor high-altitude performance of the Ecoboost. That said, I would think that it still should be a reasonably-capable drivetrain to tow a <5000lb trailer in mountain territory. I also anticipate that a normally aspirated V8 should be simpler to maintain and offer better long-term longevity. I tend to keep my vehicles for 10-15 years.

 

[GregColdewey]

An f-150 with the 5.0 will tow any Escape effortlessly. That was my original TV for our 21NE although I'm now using a 3.5 Ecoboost Powerboost. I traded because I wanted the onboard generator, not because I was unhappy with the performance of the 5.0 although the 3.5 is a little peppier.

 

[kathytony1985]

Plenty of power

Our 2016 F150 XLT 5.0 Coyote has plenty of power to tow our 2021 21NE fully loaded. It does use the tranny a lot on steep grades.

 

[7Gentex]

Ymmv.............

I have towed a #5k travel trailer (27' Avion) with F-150 Supercrews with both the 5.0 and the 3.5 Ecoboost. Both had a 3.55 rear axle.

After towing with the 3.5 EB, the 5.0 felt like the anchor was out for the first 150 ft from a stop. I prefer the low end torque of the 3.5 EB.
The 3.5 EB is almost diesel like from a stop - effortless..........

My foot was to the floor with the 5.0 alot..........

 

[Al Y]

As much as I want to stay with a mid-size, I've begrudgingly started to research 1/2 ton trucks for my next TV.

The F150 is one of two models I'm considering.

The STX trim interests me the most....as it seems to represent the best bang for the buck within the F150 model line. It is offered with either the 2.7 Ecoboost or the 5.0 V8. The latter can be configured with a Max Tow package, which includes a 3.73 axle ratio and locking rear diff. Payload rating for the 4x4 Supercab/6.5' bed variant should fall in the 2000lb range...quite impressive.

I know there are quite a few individuals on the forum that very happy with the towing performance of the 2.7/3.5EB drivetrains. However, I'd like to hear opinions from anyone who has opted to tow their Escape with the V8.

I know the 5.0 won't have the quite the same low-end torque nor high-altitude performance of the Ecoboost. That said, I would think that it still should be a reasonably-capable drivetrain to tow a <5000lb trailer in mountain territory. I also anticipate that a normally aspirated V8 should be simpler to maintain and offer better long-term longevity. I tend to keep my vehicles for 10-15 years.

Our Escape 5.0 tows very well with our F150 with the 5.0 V8 engine. We tend to keep our vehicles a long time too and are more than happy with how ours tows.

 

[MrLynn]

Our 2013 Expedition is basically an F-150 with an SUV body. The V8 (5.0?) tows our Escape 21C fine.

I'd like to see long-term repair records for the smaller turbo engines versus the larger (but simpler) V8s. Someone here (?) posted a video a while ago with a Ford mechanic displaying all the gunk accumulated in a turbo-charger over time.

But there are many fans of the turbos on this Forum.

 

[WillyB]

I have been quite happy with the 3.5 EB in our F150. I truly love its low RPM grunt. But----I'll never have the cool V8 rumble.

I think both motors are good. It all comes down to where they build their torque and how that translates to RPM. Turbo motors build torque much lower in the RPM but higher RPM's in the V8 doesn't hurt the motor.

 

[Centex]

Our 2013 Expedition is basically an F-150 with an SUV body. The V8 (5.0?) tows our Escape 21C fine.

Just FYI your 2013 Expedition V8 is the 5.4L, with somewhat lower HP & Torque output than the current F150 5.0L coyote.

To the question of reliability, longevity, and cost of maintenance, one can find things to worry about in both the NA 5.0 and the turbo 3.5EB if inclined to such fretting. Some folks, for example, worry about the wet-belt-driven oil pump in the current V8 (vs direct crankshaft-driven oil pump in the 3.5E. They all have hypothetical 'weak links' which can be nit-picked.

Personally, not based on any statistics but being an avid follower of F150 forums where folks love to post about problems, methinks that all of the current generation of F150 engines are essentially equal in regard to reliability, longevity, and cost of maintenance / likelihood of major repair (that is, pretty darned good with no pervasive shortcomings). And all of the 2021+ F150 drivetrains seem quite capable of nicely managing any Escape trailer.

If anything, I think the most likely long-term source of potentially expensive problems in these trucks lies not in the drivetrain-related components but in the often very costly to repair convenience & technology features (for example, the cost of a replacement LED taillight assembly with integrated BLIS sensors, which can be ruined by water-intrusion, is almost $2k USD!).

I say go with confidence choosing whichever engine makes you feel good for whatever reason.

Just one opinion.

 

[7Gentex]

Another piece to consider............

As mentioned above, a lot of the high tech doo-dads (technical term!) on today's new vehicles can be VERY expensive to fix once the initial warranty is over.

If you are thinking about keeping it for the long haul, the below links will take you to extended FORD factory ESP warranty vendors that usually put the local dealers to shame..............

Yep, it's a gamble on whom wins, but at least check plans/prices.
I got one thru Flood Ford for a new model F-150 - all online - painless.(Except for the $$ - but it was less than 1/2 of what locals wanted for the same!)

https://grangerfordextendedwarranty.com/
https://www.floodfordesp.com/
https://www.zeiglerfordesp.com/default.aspx

 

[Chamberman]

I tow our E19 with an older 2014 F150 STX, supercab 2WD. It has the less powerful 1st gen coyote, only 360hp/380tq vs the newer 400hp/410tq. Our truck also has the 6spd tranny which has less optimal gearing compared to the new 10spd auto. Our 2014 was also the last year for the steel body, so a 2024 of the same config should be several hundred pounds lighter.

I had 3:73 gears installed to replace the stock 3:31's. However with the newer 10spd auto even a 3:55 rear gear would give you better gearing than our 3:73 equipped truck and accelerate better.

There's no doubt that the lower RPM torque of the boosted V6's will prove to be a more powerful tow when you're accelerating from a stop or in the mountains at high elevations. Perhaps if you tow in the mountains a lot the EB engine might be a better option.

So far, I've been quite happy with the towing performance of our 2014 5.0L, but I'm an old hot rodder and RPM's don't bother me much. I've not had any trouble maintaining 60+ mph towing in mountain areas when its safe to do so. Now I might be in 3rd gear and revving 3500+ rpm's, but the engine's capable of holding speed on steep grades.

Back in 1993 I had a Ford Ranger XLT, regular cab, 2.3L with the manual 5spd tranny that I used as my daily driver. I believe it had a 1500lb tow rating. I towed a Kawasaki jet ski (maybe 1k lbs trailer and all) and even on flat ground it was the most overwhelmed tow vehicle I've ever owned. Getting the ski out of the water at the boat dock was always fun and I could only use 5th gear on a downhill grade when towing. The rest of the time 4th gear was mandatory @ 55+mph. After the 1st season I finally put a trailer hitch on my 5.0 Mustang coupe and never used the little 4 cyl Ranger again.

I have no doubt that the capabilities of the 2024 F150 configured with either of the engines you listed would be a stellar tow vehicle and exceed the capabilities needed for an E19. It certainly will never be the painful tow experience I had with that old 4cyl Ranger.

 

[7Gentex]

............

I had 3:73 gears installed to replace the stock 3:31's. However with the newer 10spd auto even a 3:55 rear gear would give you better gearing than our 3:73 equipped truck and accelerate better.

I have no doubt that the capabilities of the 2024 F150 configured with either of the engines you listed would be a stellar tow vehicle and exceed the capabilities needed for an E19. It certainly will never be the painful tow experience I had with that old 4cyl Ranger.

HUGE data point bolded and underlined above for any F-150 engine choice.......................and the following para as well............+1

 

[WillyB]

Great chart!

It really shows the new 10-speed having a much lower low spread out to a higher high. Being a 2016 6-Speed 3.55 owner I think I would still choose the 3.55's with the 10-speed for the higher highway gearing for better mileage when not towing and just lock out 10 when towing.

The lower gearing 1-3 of the new 10-speed is really noticeable when you drive a 6-Speed and a 10-Speed back to back. The 10-speed has that 4x4 low range feel in 1st compared to the 6-Speed.

For those hot rodders considering the 5.0, I'll bet the 10-speed with locking diff can put a couple very long black lines on the ground.

 

[Selkirk]

Thanks to all for their insight.....

The other full size truck I am considering is the Toyota Tundra. I have driven Toyota trucks for the last 20 years, spanning Hilux-based models from the late 80's through to the 2nd gen Tacoma. However, I don't yet trust that Toyota's newest generation of turbo engines will match the reliability demonstrated by their legacy powertrains. Sporadic reports of main bearing failures affecting 2022-2024 Tundra models have not bolstered my confidence.

The Ford 5.0 powertrain seems like one the least risky options currently available in the full-size market.

If anything, I think the most likely long-term source of potentially expensive problems in these trucks lies not in the drivetrain-related components but in the often very costly to repair convenience & technology features (for example, the cost of a replacement LED taillight assembly with integrated BLIS sensors, which can be ruined by water-intrusion, is almost $2k USD!).

This is definitely a concern....and one of the reasons why I like the STX trim. It has all the essential features I want, but lacks many of the high-tech options that may be problematic in the future.

The amount of tech/convenience features introduced in modern vehicles over the last decade is truly something. My 2014 Tacoma came loaded with every option available (except navigation) when new. Nowadays, entry-level work trucks are better equipped, It's a far cry from my childhood in the 80's...when trucks optioned with air conditioning, tilt steering, or FM radio were considered luxurious.

 

[Chamberman]

The other full size truck I am considering is the Toyota Tundra. I have driven Toyota trucks for the last 20 years, spanning Hilux-based models from the late 80's through to the 2nd gen Tacoma. However, I don't yet trust that Toyota's newest generation of turbo engines will match the reliability demonstrated by their legacy powertrains. Sporadic reports of main bearing failures affecting 2022-2024 Tundra models have not bolstered my confidence.

As a Toyota owner, I don't know if you've ever watched The Car Care Nut on YouTube, but he posts a lot of informative videos. I started watching him when researching the Toyota RAV4 hybrid that we ultimately bought in 2022.

Anyway, he posted a video about a month back about the differences between the new and old model Tundra's. He points out some of the Pro's & Con's of each and he touches on the problems that Toyota had with the first couple years production of the new Tundra. He seems to think that issues are mostly worked out of course time will tell if that's true or not.

 

[splitting_lanes]

I’d skip any v-8 and go small turbocharged engine.

My turbocharged 4 cyl diesel will stomp the previous v-8s I’ve owned at lower RPMs. From the torque curves I’ve seen on newer gas turbocharged engines you’ll get the same results as I do with my diesel.

 

[MrLynn]

I’d skip any v-8 and go small turbocharged engine.

My turbocharged 4 cyl diesel will stomp the previous v-8s I’ve owned at lower RPMs. From the torque curves I’ve seen on newer gas turbocharged engines you’ll get the same results as I do with my diesel.

Who makes the "turbocharged 4 cyl diesel"?

 

[mfschu]

We pull our 21NE with our 2022 F150 XLT 5.0 4x4. We ordered the 3.31 from Granger Ford because I want to get the best mileage I can for 90% of my driving without the trailer. No issue to pull the trailer up to Winter Park, CO last summer. It gets between 10 & 15 MPG pulling the trailer depending on speed and wind. Without the trailer I get in 25 to 28 MPG on the highway if I keep it below 65, which I think is very good for a large truck. I went with a 5.0 for reliability since my last F150 with the 5.4L went over 350,000 miles without touching the engine or transmission. Good Luck!

 

[Centex]

Who makes the "turbocharged 4 cyl diesel"?

The 2nd generation Chevy Colorado / GMC Canyon had one available up through the 2022 Model year. That engine was dropped from the 3rd generation of those trucks, AFAIK there's none offered in any marque 2023+ model year US or Canadian market pickup.

There are larger straight 6, V6, and V8 turbo diesels still available in various pickups.

 

[Mike G]

From what I've heard and read, the turbochargers really like to be cooled down for a minute or two before they are shut down. So it behooves the owner to sit and idle them, or at least drive them very gently for the last couple minutes, before turning the engine off. Turbos can reach in excess of 1,000 degrees F, IIRC, and that can't be good for any oil that remains stationary inside them.

Personally, I am in the habit of driving vigorously to where I'm going, and shutting down my V8 as soon as I get there, so I'm not sure a turbo fits my current lifestyle; I'd need some serious "behavior modification"! So far, the thought in mind is, twin turbos (as nice as they might help performance) are two more things that can go wrong.

 

[GinoandLinda]

From what I've heard and read, the turbochargers really like to be cooled down for a minute or two before they are shut down. So it behooves the owner to sit and idle them, or at least drive them very gently for the last couple minutes, before turning the engine off. Turbos can reach in excess of 1,000 degrees F, IIRC, and that can't be good for any oil that remains stationary inside them.

Personally, I am in the habit of driving vigorously to where I'm going, and shutting down my V8 as soon as I get there, so I'm not sure a turbo fits my current lifestyle; I'd need some serious "behavior modification"! So far, the thought in mind is, twin turbos (as nice as they might help performance) are two more things that can go wrong.

I believe that is true of older turbos but not newer ones. From what I remember, older turbos needed to spin down to cool their bearing houses and empty waste gates, at least that was true in turbo'd motorcycle engines. Modern turbos like those found in the 2.7 and 3.5 Ecoboost engines, which I believe were engines developed for turbos, are cooled by the engine cooling system and do not need to spin down to prevent earlier failure.

No doubt there are folks way more knowledgeable on the subject than I am so I defer to their expertise.