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I wish I had an answer for you. I am looking at picking up a 36' gooseneck with a 14k GWR. I have towed 7k tag with a WD hitch and the truck did very well. I even have the wrong gears in the rear end too. The 3.73's were nice when I was rolling through Kansas, but when I got to the CA/NV border and had to go through the passes I locked out 6th gear and stayed in fifth. MPG wise, with the 7k tag, I got roughly 11mpg going through the hills, flat land, I was getting 13. Without the trailer, I normally get just over 13. Think 13.5-13.8 mpg. I would suspect towing a 10k trailer you'd be down near 10.
I've found good info on RV.net in the tow vehicles section. Got some good feedback from people towing big campers, some 3.73 and others 4.30. Check out the thread "wanting to hear from Ford 6.2 owners" I started.
Gemerally , the comments are that the truck does great. How often you tow vs unloaded determines the choice of axle ratios. One guy is happy with the 3.73 and an 11k trailer. He just locks out 6th and motors on.
I've got a 2012 6.2 with 4:30 gears and the stock 17 tires crew cab short box. Just pulled my 5th wheel toy hauler with a GVWR of 14,000lbs loaded with two Harley's in the back from Minnesota to Tucson, AZ, 1800 mile one way. Average hand calculated for entire trip down and back (3600miles plus) was 7.8mpg. I usually travel at 65 to 70 mph on the freeway. Empty I get from 14-16 mpg, but am also light on the foot feet most of the time.
That's a hard one to answer in that I came from a 2008 6.4 2 wheel drive diesel. I loved the power of the diesel, but when I wanted to upgrade to a crew cab (diesel was a extended cab) I didn't feel the diesel was worth 8 grand more. The diesel pulling the same load averaged close to 2mpg better - but the fuel cost more, maintenance was a lot more. I don't believe after having driven the V10 that you give up much if any noticeable power to the 6.2 as it is a free revving engine. I usually drive in the mode where I control upshifts as I can see better than the truck can for upcoming hills and thereby control better the downshifts. The reason is that if you let the truck decide when to downshift sometimes its too late and then it will go down 2 gears, when if done a little sooner it only needs one downshift gear for the hill. Going up a long 8% grade I was down in 3rd gear at 4,000 rpm at 50mph for most of the grade. But that is pulling a 14,000 trailer which was fully loaded at the time. Overall I'm happy with the 6.2 - one thing I really appreciate is that with the 6.4 and the dpf pipe it seemed that too many times I was 2 miles from home and it would go into the regen cycle, and if you do it right you should continue driving till that cycle is complete, or about 15 to 20 minutes of extra driving. Now I don't have to worry about that.
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