Another much-appreciated feature is the power towing-mirror system, which extend mirrors outward for good viewing around long trailers, offering normal and wide-angle views. It's easy enough to keep truck and trailer within a lane without undue correction, even in the wind. Our test route took us up the 4190-foot Cajon Pass, a section of Interstate 15 between Los Angeles and Las Vegas known for wind and heat. This pickup was made to haul something that probably already burned down a lesser truck. With one of those and a fifth-wheel hitch, you can tow up to a 24,000-pound trailer, making a rig that could weigh up to 33,000 pounds and still be within the recommended capacity. Pressed accelerator and engine returned to normal. The third critical factor is that the Gross Combined Weight can't exceed 23,500.
Also in the cluster is an info center that displays average mileage, miles to empty, the odometer, and two trip odometers. Therefore, we're not sure what the ballpark is supposed to be, but we got an average of 12. It's a long-stroke, narrow-bore V-8 that makes peak torque at 2000 rpm. It's rated to tow up to 12,500 pounds with a weight-distributing hitch. It's so generously wide it actually restricts access to the door map pockets.
I have driven 75,000 miles and this is third Ford van and never had problem like this before. A Super Duty is more like a Clydesdale - stout, gentle, and enormously willing to pull. When you have boost, you burn fuel, so that may be part of the reason. Because of this, there are no gaps in the torque curve, just a steady buildup of power as you feed in throttle. The rear backup cam actually allowed us to get ball and hitch properly aligned solo. Our test unit also had a rearview camera, mounted in the tailgate, which displays on the nav screen.
That's why the more you tow, the more you want diesel. Wood-trim dash pieces work well with textured plastic dash surrounds. Ask it for instant power, and there's a moment of hesitation before it finds the right gear and hooks up. We noticed that, because of the sequential turbo arrangement, the engine is almost always operating under some boost, however gentle you might be on the throttle pedal. Towing Impressions Actually, for the most part, the F-250 handled this load like it wasn't there. We didn't ride in the back, but it would be a space two adults could occupy without feeling penalized.
The LoadOur load in this case was a 21-foot Skipjack, a rugged older boat loaded with fuel and camping gear. This is the kind of truck that takes your big problem and makes it go away. The transmission is strong, set for smooth shifts rather than direct, hard shifts. The nav screen is small and distant, a little hard to reach from the driver's seat, and a little hard to see without our reading glasses. The driver's seat is well shaped and supportive, firm but not hard. They're small, rather vaguely numbered, but they do keep tabs on critical functions. With a conventional weight-carrying hitch, the max towing recommendation is 6000 pounds and, according to the tire label, the front axle can handle 5600 pounds and the rear 6100 pounds of load.
The vehicle was repaired on three occasions however, the failure recurred. In the end, it's likely our setup was slightly heavy on the rear axle. It works best when feeding throttle in gradually, where the engine responds the torque converter stays locked and road speed accumulates gradually. There is no center headrest, but there is a fixture for a car seat, and a 12-volt power plug - one of three in the cabin. We're told those regenerations might burn a liter of fuel at a time, so they can affect average mileage more or less, depending on how quickly the particulate filter clogs up. The truck you see here has 350 horsepower, but it's not a racehorse.
Turns out our combination weighed 13,700 pounds with load, hitch, and driver. Still, for a diesel, the mileage number is not spectacular. You'll know it has two straight axles more by the steering than the ride quality, which is surprisingly good even with 20-inch wheels and rock-hard E-rated tires at 60 psi. The built-in brake controller is a nice feature, as long as your trailer has a compatible brake system, and it's standard on the Super Duty. With the Crew Cab, the back row actually offers more legroom than in front. On those occasions when we had to make way for a big-rig to pass a slow-moving trailer, the 6. Having come from a background where adjusting towing mirrors involved wrenches, we particularly appreciate the ease of this arrangement.
There are a total of eight cupholders, counting the two in the flip-down console in the back seat. The failure mileage was 3,635 and the current mileage was 37,000. The brakes have great feel and provide a solid sense of control, but when you put your foot all the way into the stop pedal, there's just a little less there. The rear seats share the same gorgeous leather trim and offer adult legroom and adult headroom, though they do not recline or adjust. It's not a huge boat by any means, but it is a whole lot heavier than a modern ski or bass boat. The Super Duty responds more to a calm, steady hand. Perhaps more important, the driver's seat can be moved up very close to the wheel.
That axle, rated to carry 6100 pounds, was probably not in jeopardy, but we'd be driving with a chassis that had less-than-ideal front-to-rear weight distribution. We did record mileage on a 155-mile towing loop and saw 11. Put truck in park, engine continued at 4krpm. The better way to judge tongue weight is to unhitch the trailer, position it with just the hitch end parked on the scales, and weigh just the hitch end. Steering remained within the expectations of a big truck with a straight front axle.