Hey all. I am looking at a 2025 F350 supercab flatbed on the dealer site and had a few questions to help me with the decison.

We currently have a 2017 F150 STX 4x4 2.7L with 80k miles which we have owned since new. Might keep it, might not, depends on the trade in value and if I want the bit easier drive and fuel mileage of it. I expect repairs to start creeping in at 100k but right now it is solid and I do oil changes every 5k miles since new along with transmission and xfer case (I think it was at 35k and 70k I had those done). Still...turbos and all...

We have a Kubota U35-4 that I would like to haul (8200 pounds) and obvious that is a no on the F150. Other than that we trailer a 17 foot sailboat (3300 pounds with trailer) and snowmobiles (under 2k pounds). Use 4x4 a bit in the winter with the snow here.

First question. The F350 has 4x4 (I think they all do now), a 7.3L gas engine, the 10 speed torqshift auto transmission, and 4.3 ratio). It has a 9 foot steel flatbed. What are we looking at for hwy fuel mileage? I drive 60mph mostly, but sometimes around 70 on the interstate. 15mpg seem reasonable not towing and maybe 11mpg towing the sailboat? For reference we get 21mpg on the F150 on the highway and 14mpg towing the sailboat.

Second question. How is the ride? Will you feel every crack in the road?

Third question (can't count, sue me): How reliable is that 7.3L and the transmission? I think 2025 was the last year of the heavy duty transmission being standard?

Thanks for the helip.

 

My 2025 F350 I get 14-15 in town driving like an old guy. Heavy on the pedal, [which is way more fun] maybe 12. Long trips freeway driving not towing, keep it 65-70 cruise I have hit 17.1 mpg. Above 70 she drops off.to 15. Towing 10K, again speed and hills make a huge difference, but 10-12. I'm easy on the throttle.
The ride? It's a 1 ton straight axle. Definately much stiffer than a 150 but I think it's fine.
So far I'm loving the 7.3 and 10 speed. Ask me in 5 years.

 

Chassis cabs have WAY more leaf springs than the pickups. Meaning that empty--they tend to ride FAR HARSHER than the pickups. I can't speak to what payload/flatbed they've installed on this one--but bear in mind that weight may not be enough to make it "comfortable" when empty (not towing).

I'm also under the understanding that the gassers will get better MPG empty, and worse when towing. I'm currently around 14.2 empty on my 450 Limited. I've had it up to 80 on the interstate, but you do realize how the 4.30 isn't really here for it. If 4.10 or 3.73 had been an option or something...I might have gone that route. Your listed towing needs don't really necessitate 4.30's. According to the 2026 towing chart (chassis cab), for the 350 SRW, SuperCab 4X4, the 7.3L for 4.30 is listed at 13.5k (bumper pull) and 19.4k/ 19.6k (5th wheel/gooseneck). For whatever reason, they don't appear to offer 3.73 on the gassers for the SRW.

For the sake of comparison, a 350 SRW pickup with the 6.8 gasser, 3.73 gears, 4X4, SuperCab, long-bed--is rated at 14k (bumper) and 100-200 lbs less for 5th wheel /gooseneck. Swap to a 7.3 while keeping everything else the same, and it changes to 18k (bumper) and 100-200 lbs less for 5th wheel /gooseneck. So if you're wanting to maximize MPG, comfort, etc--I'd say it looks like going with a 350 SRW pickup, SuperCrew, 4x4, 7.3L with 3.73 will > 350 SRW, SuperCrew Chassis-Cab, 4x4 7.3L with 4.30.

https://www.vdm.ford.com/content/dam...g-Guide-V2.pdf
https://www.vdm.ford.com/content/dam...wing-Guide.pdf

p.s.
I'm also of the opinion that unless you are deadset on SRW (or gasser), there's zero scenarios I can think of where I'd pick a 350 over a 450. Especially if the axle ratio in question is 4:30 either way, and the MSRP difference (on pickups) was ~$3000, given equal trim/powertrain. Brakes and maneuverability are totally worth that cost. When a 450 super crew out turns pretty much the entire super-duty lineup--that seems worth it to just jump in the deep end.

 

Questions for OP:
What is the weight of the Kubota + trailer? How often are you transporting it, and what kind of elevation changes are you driving through?

 

8200 pounds. I'd probably get a 14k gooseneck (or maybe just a bumper pull). Transporting it about 4 times a year, 200 foot elevation change, maybe 10 miles each way. Most of the other hauling is in the 3k to 6k range but much farther. I'd like to use the flatbed to move a garage workshop we built. I was trying to figure out what payload would be left on the 350 after the Bedrock 9' flatbed. I think the flatbed is probably 1500 pounds. The SRW truck is 11,300 GVWR and so the flatbed payload would be about 3000 pounds maximum if I calculated things correctly. The garage pod I think is about 2000 pounds. We used to haul it on a Isuzu NRR but that was a 19,500 GVWR vehicle. It is the back pod in the picture, raises up on camper jacks that plug in.

 

I have this at the house today. I don't even know what's behind the truck when towing.

The same can be said about an f250, this is a 16k tilt trailer, with the same machine as you described.

Unlike most rednecks around here, I actually put chains on it.

 

Why does everybody think f-450 is the perfect truck, sure, let's get a truck that's capable of 40,000 lb the pull 12/13 thousand pounds.

This fatal mistake would cost him thousands of dollars.

 

A trailer loaded with 8200 lbs, 4 times a year with 200 ft elevation change isn't going to make any super duty work very hard. I'd be tempted to see what trailers are out there that might be multi-use for what you want to take with you and drop the flat bed requirement. I think the only flatbed I'd want are the convertible ones that have fold up sides. You likely want to look at load leveler setups on the trailer if you're going to tow any distance with the factory 2.5" tow hitch. I think its rated at 10k.

MPG for me has been pretty good unloaded, 14.5 / 17 City/Hwy... I don't do any real distance loaded with this truck so far, so I have no reliable mpg data.

You can play with tire pressure to soften the ride a bit. My truck is pretty comfortable on regular roads at max load psi. On poorly paved roads it'll bounce, especially the rear axle. Bumps/holes are much rougher if you leave the tires at pressures for max load, especially unloaded.

There isn't decision worthy data on the transmissions yet for reliability that I have seen.

 

Depends. As I already stated, if SRW or gasser are desired, the 450 is not the correct truck. Would be nice, but not possible.

For me and my experience, if price is the object, I'd rather look for a 2-3 year older 450, rather than going with a new 250/350. Yes, probably overkill for OP though.

Which is why I had suggested a 7.3L 350 SuperCrew 4x4 pickup with the 3.73 for fuel economy.

 

[QUOTE=1olddogtwo;21828844]I have this at the house today. I don't even know what's behind the truck when towing.

Yeah this is mine. That NRR was pretty decent for payload but wimpy on hills...like I think I had to go 25mph up Stevens pass when I drove the U35-4 home on that. Still, it got there eventually.

 

"Steven's Pass" ? That doesn't sound like a 200ft elevation change

I like these style aluminum flatbeds... a little expensive but lightweight and won't rust. Usually have d-rings embedded in the floor for strapping down the load too. I was going to go box delete and add a flat bed, but got a deal on one with the box.

 

[QUOTE=Fermion;21828957]Ha, I hear you on that. I have a couple NPR quad cabs at the shop with boxes on them, I tried rarely drive them, what they do the job. The turning radius is incredible. The vibrating mirrors tend to get old.

Since ours are quad cabs, the cabs don't lift. Underneath the driver's seat, there are access ports to each side of the motor, pain in the ***.

Our f-250s, pull 16,000 lb trailers across the country on a fair basis. Fully dressed out, they are 25.5