You people are comparing apples, oranges, and goat cheese in the same conversation. The spirit of the OP's first post and thread was weather or not jumping from a modern turbo-diesel to a mammoth-ish gas powerplant is worth while. Ford has the new Godzilla 7.3L gasser with a 10 speed trans. The Ram 6.4L is no slouch, and the GM 6.2L is still noteworthy.

Reflect back to the early 90s when Dodge had the V10, Ford, had their V10, and GM has their 8.1L V8. They all ran their course in about 6-10 years or so. And most serious 'towers" moved into diesels, (myself included). Ecoburps, and all the 1/2 tons are not relevant in this conversation.

Ford took a risk recently, and it seems to be paying off as the new 7.3L Godzilla V8 gasser has been performing well.

I didn't want to make the switch from gas to diesel. But now that I did, I wouldn't look back for towing 10,000 lbs. more than 40 miles at a time.

That being said, I can see the day when I sell my 2018 Cummins, and move to a diesel motorhome, and that's when I will probably order a Ram TRX for a daily driver.

I had a couple buddies that had 270s and 290 DAs and towed them with nothing less then a 2500 Duramax. I get your only towing a few miles but what's the point of the weight distribution arms, I alway thought that was a no no for boat trailers. If your truck squats then get air bags or move the boat back on the trailer.

It doesn't squat much at all actually, but to get the higher load limit on the factory receiver it's only with a WDH. I'd rather have more weight back on the trailer the way I have it set up also. I called the trailer mfr and they said although it's not suggested to use a pole tongue adapter that it wouldn't hurt if I didn't overload the tongue weight.

How about responding to my question? How are you going to handle an emergency?

You mean respond to you the super moderator that doesn't even know what gvwr is? Respond to guys that don't even bother reading a whole response? Respond to guys that post bs like the caliper that doesn't belong to an Expedition? I think I'll pass on trying to have anymore of a conversation with you thanks...

I didn't say anything about a caliper. I asked you how you plan to stop that rig when you lose trailer brakes unexpectedly, which I've had happen personally, twice. I know exactly what a GVWR. I will admit that I did not phrase a sentence as clearly as possible. But I stand my my post(s).

I volunteer my time to clean up the spam posts here on the site. I appreciate you inflating my position, but it's nothing glorious.

You can't fill your vehicle to it's GVWR, (max out payload) and then tow at your Maximum Towing Capacity, AND be legal at the same time; according to your GCWR. If you add 1000 lbs. of people, oversized bumpers, coolers, gear, luggage, dog, etc. into the tow vehicle, all of that goes toward your GCWR (and GAWR). So if you are already OVER your Maximum Towing Capacity, now you are subtracting from your GVWR, to try to stay under your GCWR, which you are trying to state is not the case. Look at the history of my posts here in this forum; I know what I'm talking about.

Here's a little cheat sheet:


I've tried to argue with a LEO about how much above the speed limit I was going. I still got a ticket.
I have not tried to argue a LEO or accident investigator with how much overweight I have been on their scale. I'm willing to bet you are still going to get a ticket, or be found negligent in case of accident.
I would only hope that you carry a PLUP big enough to cover the check that your attitude cannot.


So again, how are you going to handle your overweight load in an emergency, i.e.; when you lose trailer braking?

And when you are done being smarter than everyone else on this thread...
...maybe you can find yourself a little enlightened.

My daily driver is an F150 similar to your Expedition. I have the 6.2L V8 in mine though. I towed a buddy's 25' Baja about 40 miles through rush hour traffic with surge brakes. By the time I reached my destination, I had warped my front rotors. Yes, I know the difference between Surge Brakes and EoH. (That's why I called it out.)

As a daily driver, I I run my F150 a bit like my race car; kind of hard on the brakes.
I replaced my rotors and pads with the Z36 PowerStop upgrade kit (on both of my trucks actually), and it's a FANTASTIC upgrade, well worth the money.









Let me know if you have any advice to balance this out. I forgot the bars that day, but still made it to my destination.





Have a nice day Forrest!

Schools out boyzzz!!!!

You're *****ing at me and then post that pic and admit you drove it that way? Are you kidding me? Reminds me when I was doing some flatbed towing back in the day. I had no choice, but to put a truck on the ramp backwards. Bumps were fun. No steering doing wheelies...
Look, you're probably a good dude IRL, but this **** show has run it's course. I'm doing what I'm doing and a few of you don't like it. I get it.

My origin was the Quonset hut at the back of my lot. My destination was the hose at the house 700 feet down my own driveway to wash out the antifreeze. The F150's shorter wheelbase let's me put it away and remove it from winter storage a little easier.
That went just as I expected. LMAO
I tow it with the Ram 3500.