There entire reason there is power left on the table is because it's tuned for peak BSFC from the factory (pretty much stoich). Not gonna be much left on the table.
Having a 5 star tuned F150, I know that there is an immediate change in both the engine and transmission. But from experience, there is a decent change after putting several hundred miles on the truck after the tune is installed. I noticed that in tow haul mode, the transmission is much more aggressive with downshifts and slowing down a truck and trailer then when first installed. Truck is a 2018 F150 2.7L Ecoboost.
@@patcarden3028 to be honest I really haven't gotten any difference. I don't exactly baby the truck but just cruising to work I'll get about 21 or so, though on a trip down to virgin I averaged 24.5 on the tow preformance tune
@@cummings2101 Thanks, I need to look into the tune, I have 4x4, 3.55 gear, and I get 19.5 in town, and on the highway, it drops to 18 or so going 75 to 78 mph, thanks for your help, take care.
@@EricFortuneJr. my mustang ran a lot hotter when the coolant loop that ford installed kinked. Couple blown head gaskets later and ford got the opportunity to practice taking heads off free of charge.
@@freedomisntfree_44 dude, do it. It's great. Just make sure you upgrade the clutch if you have a stick shift or put in a shift kit if it's an automatic
Great early morning drop. Love Andre with MT. Good paring for these tests. Thanks for not using “beefy”. ✌️. I have tuned vehicles. The factory tune is done by engineers who know what they are doing. They tailor the tune to fit the market for the vehicle. They don’t “leave HP out” because they are dumb. They do it for a variety of reasons including longevity. They work with a wide variety of manufacturing tolerances and driving habits and have reliability goals for the fleet. They tend to be conservative
3:45 along I77 near Fancy Gap VA, I've seen a number of big rig runaways in the gravel runoffs. Others pulled over on the shoulder with brake fires. Heavy hauling in the mountains is no joke.
I see that up here in the mountains through Virginia and North Carolina too; I’ve towed through them and it’s definitely no joke, and the mountains out here are no where near as high as the ones in Colorado
I have a 7.3 Tremor and pull 9000 pounds. Tell Mr Truck to use the Cruise Control. It shifts way faster and holds the speed perfect. Non- Criuse there seems to be a delay between pedal and throttle response.
I have noticed that when I use cruise control it does not monitor the RPMs correctly. For example. If I'm going up a slide incline on the interstate and I slow down just a little bit it will drop it from 10th gear down to 5th or 6th Gear and over rev the engine. I do think they should pay attention to that and change the where your downshift so far. I have a 2020 F-350 Lariat with a 7.3
Sweet. I'm considering trading my 2014 F250 with the diesel 6.7 for a new F250 with the 7.3 gas. I'm tired of the diesel repair and maintenance costs. I only tow a 9,700lb 5th wheel and it appears a stock 7.3 will handle it well. It is kind of strange that Ford named the 7.3 Godzilla and the 6.7 Scorpion. The 6.7 is a freaking BEAST, but I no longer need that power and costs that go with it. Thanks for the video.
Yeah that 7.3 should do good. Just pulled my camper thats 8k through mountains of Va with 6.2 gas f250 and it did great. Ran 60- 65 mph max rpm was about 3800
Really? How does anyone give thumbs down to videos like this? If we had the ability to freely share knowledge globablly in this way 35 years ago, would there be as many trolls? Did the internet cause it or were they always there and just being quiet?
Got my '16 Tundra for $31k. With 15k miles. TRD off road SR5. Tows 10k lbs just fine. 4.30 gears, 400 lb ft, 380 hp. And its a Toyota, great resale and Ford has burned so many loyal customers over the last 20 years with their garbage engines they won't stand behind.
At the top of this pass, there's about 36% less oxygen than sea level for a given volume of air. Reciprocating engines have many internal static losses that are the same regardless elevation, and their HP rating factors these losses in at sea level, but simply subtracting the available air to an engine does not appropriately account for the static losses because the reduced available air is always "applied" to the wrong figure. A large displacement naturally aspirated 400HP engine actually has to make more like 480HP to have 400HP available at the crank after all reciprocating losses, pumping losses, friction losses, and static load equipment losses are factored in (steering/alternator/AC/etc). Take that 480HP engine and subtract 36% power, then subtract 80HP of static losses. Actual crank HP at the top of this pass is closer to 230HP, or ~43% power loss. Turbo's can correct for a lot of the air loss, especially turbo systems that a are regulated based on absolute and not relative pressure, but even relative systems will cut losses from air by half or better since a turbo's are "decoupled" from engine RPM and will spin at higher speeds when the supply side air is thinner. Smaller engine size also reduces static losses (less reciprocating, less friction, less pumping loss), so a 400HP turbo engine at the top of this pass may only loose ~18% due to elevation, and then, since it's a much lower displacement engine, may have only needed 450HP before static losses to get there... Result: ~320HP available at the top of the pass instead of 230HP. Only ~20% loss in total instead of ~43%. This is why those ecoboost trucks and diesels work so well on these mountain passes when loaded.
Sae figures account for much of what you’re talking about. Crank horsepower is just that. Net rwd horsepower is just that. I think everyone that watches this channel realizes these simple facts. We also know that n/a motors lose hp above sea level, and that forced induction helps with this some. The losses at 10,000 feet or whatever also depends on temperature, humidity etc. basically, my point is that thanks, but we’re all already aware.
@@AnyManProjects Obviously you're not already aware, because SAE does not set any standard for de-rating at elevation. SAE only accounts for those static losses at the crank at sea level. The 3% per 1000ft "rule of thumb" that everyone uses ONLY accounts for the reduced air and has nothing to do with SAE. In this video they said "about 1/3 power loss up here" and while that's roughly true, it's important to note that a massive NA engine will actually be worse than that. Someone might want to know that at the top of that pass their 400HP engine is barely better than 200HP.
Eric M We’re all aware of these basic facts, jeez man, you must be fun at parties. But what you didn’t specify is that torque isn’t affected the same. It actually fairs better at high elevations than hp does, but whatever. Maybe next you can explain to us dummies why the sky is blue
@@AnyManProjects The sky is blue because light diffracts in the atmosphere. But anyway, I have worked at major manufacturers where turbos were specified to maintain sea level MAP to 8000 feet, then derate was allowed. So on the Ike, such an engine would only lose about 9% power.
I have a 22' 7.3 gas and when putting on cruise control, the trans will automatically downshift to try and maintain desired speed. Not an exhaust brake, but I'd put money I could go down with less than 7 brake applications.
I had the Ford F-150 FX4 twin turbo EcoBoost 2013. With the trailer and the tractor and my implements it was just a little bit over 10,000 pounds. Paying attention to my weight distribution everything was really solid and I put probably about 8,000 miles on my trailer with that F-150 setup. It was completely stock except I had aftermarket wheels and tires. Pulled it easily. I'm not joking or exaggerating it was clean and safe. I recently traded that in for 2020 F350 Lariat with the 7.3 L godzilla. There is a noticeable difference in the control of the vehicle, when it comes to the weight of the trucks, but my F-150 had over 420 foot pounds of torque. It was no slouch and when you're talking about miles per gallon so far with 3,000 miles I have roughly the same miles per gallon that I did with my F-150 EcoBoost and my 7.3 godzilla. My certified used F-350 Lariet was $71,000. I only paid $24,000 for the Certified 2013 F150 Fx4 stock. So take that into consideration when you have to pull a trailer daily.
239° is too hot for my blood. You start seeing transmission fluid degrade at around 230° with the load on this truck making this run it’s understandable, but if I hit 220° I install a bigger transmission cooler. The cooler I run on my Tahoe to pull my boat (about 7000lbs)is pretty close to half the size of my radiator but I have yet to see a temp over 205° and that’s only in the stop and go traffic with a 45 mph speed limit! No shame in a monster transmission cooler!!
Andre said Ford calls the 7.3 a big block. Got a source? I’ve seen a video with the head of Ford Performance calling it a small block. It seems to be a good engine so far regardless.
Did mr truck say he’s NOT using cruise control. Excuse he wants to stay as close to 60mph as possible? Isn’t that what cruise control is supposed to do? Weird!
Looks like they have plenty of money. They play all day and have shops do upgrades and additions. Drive it in and pay other to make your truck look great. Sounds too sweet.
You guys, should do a quickie, on the newly imported, 2021 Honda Trail 125,, (CT125). Yes, It's basically the trail 90/110, we all know and love!! The bike fastened on the rear of motorhomes everywhere, from the 1960s-1980s!!! Now with fuel injection, led lghting, on off tires, electric and kick starting, and digital instrumentation!!! So much fun!! 4speed with automatic centrifugal clutch!!!😁
@@joeyjordan1209 no. It is for all modern vehicles that are drive by wire, computer controled has pedal. I looked up my truck, a '18 Canyon, and they have one available for it.
I didn't think it would do that well without the tune, in essence with your new tires you took what was a 3.73 diff down to 3.34 (assuming that truck came with 275/70 x 18 tires) so I thought it would take 9 minutes or more to make the climb.
Gents, awesome videos covering all aspects of these Ford rigs! Just a little consideration here: why advertise the time to haul (over a given distance at a given speed)? If you tow at the same speed, the time will always be the same over the same distance.....not sure why you make an issue of that. But I love your videos!!! super awesome, just elaborate on the value of this analysis, thanks!
Setting a baseline to compare other trucks with characteristics such as mpg, breaking, ride, throttle response, transmission, and such I would guess. Some brands may not hold speed.
Whoopsey. overloaded the payload a decent amount this time. 780lbs over GVWR according to the ticket . Depending on what spring pack you got from Carli, it looks like the load capacity could have been lowered compared to stock as well.
It wasn’t lowered. Carli had Deaver build a custom pack that accounted for the camper in back full time PLUS stock payload. I know none of that changes the trucks official rating in DOTs eyes, but performance is equal or better than stock.
@@upshifter5316 That's also over 2000 lbs of tongue weight (if that is indeed a 10000lb trailer), which legally counts towards payload directly, but physically the tongue is two feet behind the rear axle giving a lever and fulcrum that greatly reduces steering axle contact pressure. With that much on the tongue it will also have the propensity to plow anytime they brake and sag anytime they accelerate, reducing the front axle weight and adding to the rear even more. That's why it's highly suggested to use a WD hitch on any tongue load over 1,000 lbs on 3/4 and 1 ton SRWs. I believe their gen Y setup has 1,700lb rated bars on it (but they looked awful bendy), so the reality is the trailer is loaded pretty heavy in the front, or the camper is heavier than they think. Stock, the rear axle rating is 6340lbs, they are already exceeding that static, it will be more under acceleration and braking. AND Andre wasn't in the truck when it was weighed, so that's about another 240 lbs on top. Altogether, the truck was overloaded by 1,000 lbs, or the entire average payload of a Toyota Tacoma. Also, if it was a spring lift, and not a block lift, even if they are heavier springs, they are longer. I don't see anything special about them as they are a three pack with an overload, which is exactly what you find on a camper package F-250, or stock on a 350. The only leaf setups I saw from Carli are one that maintains stock capacity, and one that is softer. The F-350 srw has heavier hubs and a bigger yoke on the diff side of the driveshaft compared to the F-250 (It may also have thicker gauge frame rails over the rear axle, there's about 250lbs of difference between them), the spring pack is essentially identical. So no, you don't just put bigger springs on it and make it a 350 either.
James Beaman Agreed. But in another video they said gunsmoke makes it impossible to achieve 10%, with all the weight up front in the engine. I think that’s why the squat is exaggerated in all the videos they tow this setup with. Loading it backwards would be less safe, too much sway.
"squashy" tires or tires low on pressure are not smaller in circumference. The rotation per a mile is the same. Because you measured it at 36" doesn't mean it covers less distance per mile. Keep it set for the size of the tire regardless of how "squashed" it is
13:38 - looks like the transmission is starting to get a bit warm. [edit] - just got to the tuned pull section - you guys called it out at that point. Thank you for being transparent about how these trucks run! Keep up the good work!
I really enjoy having a brand ew truck getting tuned. Us average cats need to wait til our warranty is up! If we ever let that happen 🤪 Mr trucks hands were moving a good bit but between wind and a lift kit, looks very safe.
You were "within a few seconds of each other" on the two runs, but the stock run was still slower even though it was a CLEAN run without some distracted asshat trying to run you into a semi truck, forcing you to brake during the tuned run.
Really hate that they use the "measured diameter" of the tire. Measuring it does not change the circumference of the tire which is what the program needs to run properly 🙄. Otherwise I love these guys. Literally my only qualm about these videos of the FX5.
If you want to use as a tow rig, add 37 inch tires, and why get 3.55 gears? Gas engines towing are annoying to tow with but sure like the lack of emissions issues.
@@travisb9130 huh, you're right haha. I'll get off my high horse. Really it's the diameter of the tire that changes under load, but the circumference does stay the same. I wonder how much it matters when it comes to the effective gearing of the truck? We need a mechanical engineer up in here.
Just curious why yall never use cruise control down Ike? I know the adaptive cruise holds the speed you set even with a 18ft trailer and a large UTV on it. Not sure if normal cruise does but I believe it will.
@@Zach-ju5vi or 460 in my 1991 RV gutless POS. My bro had v10 gutless POS. . In so cal up hill everywhere you go. Unless towards SD. But up hill on way back.
For the program, not likely. With it asking tire size and axle ratio it needs to know what it's working with and probably adjusting due to the difference between the 2. Doing the math yourself and plugging it in would just mess it up.
Axle ratio doesn't change because of tire size! A 3.55 will always be a 3.55! It is EXPENSIVE to re-gear axles when you have two to do, since most places require the axle to be removed from the vehicle for proper setup. With the 10 speed transmission, it isn't as necessary as it was when we only had 4 or 6 gears. Where you see the biggest difference in a gear change now is low speed acceleration. This particular truck would benefit greatly from a gear change, given its expedition type future. 4.30 gears would be ideal for highway and off road balance. A gear change to a lower gear (higher numerical) will often times lower highway mpg while empty, but can increase city mpg while empty and towing, so it is a tradeoff.
This truck was 780 pounds over weight and good chance the drive axle was overweight as well, mine is 6,340. Being 6,860, at least 400 pounds overweight.
I drove for the DOT .. I was a transit operator. U realize that truck and trailer are almost kissing the weight of a Transit bus.. dang..there 20k lbs to 40 max at 40ft long ..
I know the Ford and GM's have the same 10-speed, I feel 239 is high. My Yukon 6.2/10speed doesn't get that high. Of course, I'm not towing close to 19k lbs at 7% grade. But I wouldn't feel comfortable at that high IMO.
@@kylescaggs the 3000 miles a week I drive must be in a different country than you then. Cause most of the roads I drive are not rutted like this stretch of road.
@@charlieodom9107 never said they weren't rutted, just that a brand new truck with thousands of dollars spent on suspension upgrades shouldn't wander like this one does. I've never had to fight a truck to stay straight like that unless it was just slap worn out, I don't even have to chase my 64 that bad and it has the original 56 year old steering components.
@@kylescaggs you don't understand why the truck does this. That is the problem. There is nothing wrong with this truck. It drives just like any other on this same road. In fact, in other videos, you can see Chevy and Dodge trucks pulling trailers next to them fighting the steering wheel as well!
I forgot if it was the max tow video, or the towing challenge between the super duty and the gladiator, video. I think it was the super ike trail boss video.
I doubt that 5 Star tuning has better engineers then the Ford Motor Company. The Ford engineers have found what they consider an acceptable balance of emissions, durability, safety, performance, and MPG's. The tuning companies are doing it different. What the buyer doesn't know is what will be the long term costs of changing the factory tune.
Manufacturers have a lot of hoops they have to jump through. It is a compromise between multiple parameters. Aftermarket doesn't have to abide by emissions standards or care about mpg.
Yes an acceptable balance not optimal and you nailed it is emissions that basically detune the truck. As far as your long term comment I am just one person and traded in at 120000 with no issues. The towing was much better and the gain was about 2.1mpg pulling 28ft travel trailer that weighed around 7000. There are gains to be made and still have reliability and durability.
Excellent point. I never hear of a "tuned" vehicle lasting long. Why should TFL care, they trade in new trucks after a year. Dont see the damage 5 years down the line.
@@doranvee5944 I'm going on 5 years and 60k of having my 6.4 ram tuned without any issues. You're changing fuel and ignition tables not adding nitrous.
Raptor.Tremor I don’t know what else to tell you other than it starts to break down after 200 lol watch the fluid and if it changes from that cherry red/pink whatever it is, change it
@@dieselpower6607 I hear ya. Too bad they go rid of the trans dipstick for 2020. I usually change my trans fluid at 75k to 100k miles. Might go less seeing that this truck makes a boat load of power and already runs hot
Different ratings. You have RON rated fuels. 98-100 is equivalent to American AKI 91-93octane. 100+ octane in the US is getting into race gas and jet fuels lol.
Martin Sund Svensson Depends on what part of the country you live in and what station you shop at in my town I can buy 87-95 octane, e85 is common and have several stations that sale e90 and 105-117 octane racing fuel.
