It seems the 7.3L is paired with a 10 speed auto transmission; should allow more latitude in gear ratio.

Ram with a Cummins, they have their emission stuff figured out. I own a 2016, my brother in law a 2014. Neither one of us has had any engine or emissions issues. Nothing pulls like s Cummins in-line 6.

Either way, go with the 4.30’s. The 7.3 is going to make good power at 2500+ rpm. The 10 speed auto will have at least 2 maybe 3 overdrive gears to help with gas mileage while empty, and the 4.30 gears are going to provide more mechanical advantage for the engine while towing.

BTW towing heavy with a half ton sucks.

It cost $1,600 when my DEF pump failed as I was traveling through Ohio. The recommended replacing the heater/sending unit also as the labor charge was the same. The heater/sending unit has to be removed to get at the pump. When the time comes, replacing the DPF filter will be fun. I believe the part alone is $2,000.

Fun fact: the 2020 3.6 EcoBoost in the F150 has more horsepower and torque than the 7.3 Godzilla. Think about that, half the size and more power.

There is no difference between the F250 and F350 SRW other than taller blocks between the springs and axle in the rear and tires. The F250 has a couple tire choices whose load rating are under the 7,200 lb rating of the F350 axle. It's the same axle as the F250, but derated to get the F250's GVWR to/under 10,000 lbs which is a magic number for some state laws.

I wasn't impressed with the Triton V-10 in the Ford chassis 36' class C motorhome we rented. It weighed maybe 12,000 pounds and felt under powered in Florida. I don't have that problem with the 6.7 diesel even at a combined weight of 23,000 lbs. I'm curious how the new motor and transmission will compare.

quote:

Originally posted by trapper189: Fun fact: the 2020 3.6 EcoBoost in the F150 has more horsepower and torque than the 7.3 Godzilla. Think about that, half the size and more power.

The problem is that the ecoboost will be in boost much of the time especially on hills and steep grades. You’ll wear that engine out long before you will the 7.3 gas. It won’t even break a sweat going up hills unless it’s a steep grade. And even then it won’t be working as hard as the ecoboost gas. And with an iron block, the Godzilla was made to tow and haul.

Exactly.

quote:

Originally posted by mod29:
Personally, if I'm buying a truck primarily for towing, I'm going with the 4:30 gearing and deal with the somewhat less MPG.

I’m with you. To the OP, there are plenty of YouTube video of people with both ratios. I’d see what people who own both think and decide from that.
https://m.youtube.com/watch?v=9D2Zv93747I

There are two things I have discovered owning trucks for hauling and towing. No one has ever said "I wish I had the short bed, this long bed carries too much" or "I wish I had less torque and horsepower, this diesel low gear ratio combo can tow too much".

Selecting a truck/engine/axle combo may be about what you're planning on hauling or towing right now, but I also believe it should be about what you might do in the future too.

My first truck for real towing was a 2008 F350 crew cab DRW long bed with 3:73 gear, for hauling horses. Great truck, and I got lucky with the 6.4 motor. Never had an issue, and always did what I asked. Kids left home, sold the horses and traded into a 2013 F350 SRW short bed 3:73 gears. Picked up an 8000lb fifth wheel and made plenty of cross country trips. Always loved the diesel motor and TQ on up hills as I passed all the gassers. Really appreciated the engine/exhaust braking combo on the down hill too. 2016 and wife wants a new camper, 17000lb loaded. Truck does fine, but that short bed wasn't cutting it. Traded the 13' for a 2016 F350 DRW Crew Cab Long Bed 4:30 gears and heavy duty front suspension.

Since Dec 2016 I have 49000 miles on it, 80% towing a 17k camper, 11k water tank, and 8k skid steer. I have followed Fords recommended maintenance intervals and (knock on wood) never had an issue with the truck.

DRW vs SRW is not apples to apples for your question. However; 90% of situations I have towed in, the two gear ratios made almost no difference going down the road. But I can say without a doubt that the 4:30 gearing on starts, long hills, and situations with less than ideal driving surfaces is always a booster in getting done what I need. It is far easier to feather the throttle and get the torque started with the 4:30 vs 3:73.

quote:

Originally posted by BB61:

quote:

Originally posted by cruiser68:

quote:

Originally posted by PowerSurge:

quote:

Originally posted by cruiser68:
Having towed near the limit on a number of 1500 trucks over the years I STRONGLY do not recommend it. Got through in a pinch when I was young and stupid and didn't know any better. First difference is drivetrain. Could rarely tow in OD so ended up in lower gears reving the motor for long trips. Plenty of power but beating on the motor IMO. Second is chassis and brakes. The upgrade from 1500 to 2500 is significant. Things like rotors and calipers are significantly bigger and heavier. The jump to 3500 from 2500 is not nearly as big as from 1500 to 2500. Lastly is gas or diesel. No comparison, diesel hauls better but at a cost. Gas motors in 2500 and up should be fine for most towing IMO but again I think it is harder on a gas engine than a diesel.

To me, it's all about insurance when hauling loads.

The truck he’s talking about will be at least an F-250. The Godzilla engine isn’t available in the F-150.

Yes, thanks. There was also a mention of towing with an F150 somewhere....I though at least

^^^^^^
Correct. I want at least a 3/4 ton and most likely the 1 ton just for the reasons articulated. Diesel hauls better but there was a thread (possibly where you all participated in earlier this year) about the inherent high costs of diesel and the problems with DEF systems. Since then, my brother’s Duramax’s DEF system and my neighbor’s PowerStroke’s DEF system have gone down while my dad’s 2011 non-DEF Duramax is still going strong (He won’t sell). I’ve been waiting to see if there was an in between engine designed for towing that, while not as good as the diesel, would be comfortably adequate and the Godzilla seems to be the solution. Supposedly in 2021 Toyota is coming out with a hybrid Tundra but I’m not convinced it will have the capacity I want and I’m not sure I can or want to wait that long. At the end of the day, I know without a diesel I won’t be towing up Parley’s Canyon at 70 MPH but 55 MPH without any issues would be OK.

Not a bad plan IMO. You are correct about all the emissions on newer diesels. NOx sensors, DEF tanks/heaters, DPF, ninth injector, etc. I have had two recent diesels. My 2011 Chevy 3500HD had the DEF tank replaced at 95K under warranty along with two NOx sensors. It is now at 185K and it has had no other emissions issue. I also have a 2017 GMC Sierra 2500HD. It has 65K on it so far and I have had zero emission repeated issues so far. My 2011 was the first year for DEF so I think it suffered being a first generation design. I think it will get better each year but still a shame the EPA forces all that extra equipment.

will you be sticking to the o.e.m. tires?
or after market "bigger better mudder " tires ?

quote:

Originally posted by bendable:
will you be sticking to the o.e.m. tires?
or after market "bigger better mudder " tires ?

Better than OEM but no lifts and mudders. I'm thinking of the OEM Tremor package and calling it good there.

Bump.

I bought my C2500 new and got a 3.73 rear with a five speed manual. The Chevy 350 needs to be at 1500 RPM at 60 MPH and no less.

I took into account the tire size, etc to get the right RPM.

The only thing wrong with the 5-speed transmission is the spread between 4th and 5th gear...it is too wide.

I have a Doug Nash 5-speed in my Corvette and the ratios are evenly spaced between gears which is a big difference when towing up hill and having to down shift.

So I would go with the 3.73 if it fits your engine.