What octane gas at high altitude?

Speaking specifically on the 3.5 in the raptor, yes Ford does have different tunes in the same motor in the same truck. The ecu can take up to two takes to fully power a higher octane. This is a far cry from the detonation sensors getting skiddish.

 

Curious if anyone on here has driven both a 2nd gen 5.7 and a 3rd gen TT over Eisenhower Pass (or other 10k+ altitude) with a camper or trailer and can give a perspective on the difference?

 

I've pulled my drift boat over almost every pass in Colorado in my 2015 5.7L Tundra, and only over Berthoud Pass in my '23 non-hybrid Tundra, so far. It's a relatively light boat, but I'm confident the Gen 3 TT would kick a 5.7's ass over the Colorado passes.

 

That's what I was looking for. I'm in the process of selling my van and am going to move to either a 2nd or 3rd gen Tundra. I'm usually pulling my 13' RMR with a fly frame + gear for the weekend. I want to put on a camper eventually, too.

Sounds like you're telling me the TT wins for high altitude stuff.

 

Absolutely. The twin turbos more then make up for the 2 more cylinders of the 5.7 at altitude.

Having said that, I found that my 5.7 always ran like a scalded rat down in Florida on our vacations. Big difference compared to here in Colorado. I'm not sure I'd bet money on which engine would perform best at sea level.

Matt

 

Awesome, thanks man. It's pretty rare for my vehicles to make it to sea level. Are you in the regular TT or the hybrid? Glad you went with that option?

 

I run 92 or 94 full time.

The computer will retard the timing if you run 85 so run premium, truck runs better and better MPG. It will run on 85....it just runs better at 92/94

 

I bought a non-hybrid 1794, because I'm still leery of the hybrid technology. So far, no regrets. The Gen 3's handle significantly better on winding mountain passes. Much less body lean, and more responsive handling. My 2015 handled like a boat in comparison.

 

Totally agree

 

These trucks crush the passes, effortless, dominating power.

 

I live in CO and was previously driving a 2019 4Runner and it was very anemic at altitude. Took my hybrid tundra hunting this past weekend and it was the first time I was worried about getting a speeding ticket in the mountains. Just absolutely ate the altitude gain no problem and would imagine it would perform well towing in those same conditions.

 

The money would still be on the TT v6. I live in GA and often pull my boat down to FL. Not going to sit here and say the v8 struggled but it didn't have near the available power, at any time, that the TT does. Night and day.

 

It wont even be close. Go watch the TFL truck video of them pulling 8-9k lbs over Eisenhower and the 3rd gen barely even breaks 3000 rpm for most of it.

The video they did with a 2nd gen a year or two back it was WOT and couldnt hold speed. Even the Chevy Silverado 5.3L pulled better because of the 10 speed transmission.

Peak power they are close at sea level, but thats not really what you want towing. You wanna not be spinning 5000 rpm to make the power.

Anything below peak, the TTV6 is making more power. And down around 2000-3000 rpm it has a huge advantage where you are probably spending most of the time.

 

https://youtu.be/I8upLk9jlcQ?si=m87rQkIPsReQHkN3&t=296

https://youtu.be/I4g4t94wgvM?si=3r-XksN8x96a7sZE&t=862

 

Yea man, before my van I had a 3rd gen Taco with gears and a tune...even then, it was a total dog at anything over 9k feet. This is all great feedback, thx!

 

I would recommend running what the owners manual says to run. We have 85 here in Wyoming but I still run 87 per what the minimum octane ratings are for my vehicles. The testing done for 85 octane usage at high altitude was done back in the 1940's. Apparently it can damage modern cars but in fairness a lot of people out here are running it and don't appear to have issues....

 

The engine is turbocharged so the altitude doesnt really matter in the case of the 3rd gen. The pressure in the cylinders is the same regardless of the elevation, unlike an NA V8 where the cylinder pressures are dropping as you go up, hence the loss of power.

 

I don’t know that throwing 20lbs of boost in is any easier on an engine than turning 4-5k RPM.

 

91 octane always - cost more than 87 but cheap gas will cost you more in the long run.

Gen3 TT pulls the mountain passes with or without trailer with no issues. Amazing power and the 10spd transmission matches the power perfectly. I thought about a Gen 2.5 - could not find one that was not overpriced and as much or more than Gen3. Not buying someone else's hidden problems with 30K plus miles. Happy I went with the Gen3 - despite what the other Gen owners will say. Like the Gen3 Taco owner abuse from prior Gen's. Get what you want cause you're the one that has to make the decisions.

 

That's what 10 gears and manual downshifting is made for.

 

But you still have small pistons and only 6 of them. The motor will spin fast but isn’t braking you much because there is only about half as much mass spinning.

 

My service department said "engine barking" is normal. Now my truck thinks it is a dog!

 

Its easier on me, and that's all I care about. I dont wanna hear the engine screaming up every grade and gear hunting every time the wind blows.

TFLTruck test this stuff routinely. While the grade braking of the 3.5L Ecoboost may not be as good as a huge V8, I've yet to see anything alarming about the performance. Hitting the brakes 1 or 2 extra times on a descent isnt going to cause you to fly off the side of a cliff.

Also, at least in my experience, aerodynamics of the trailer play a large role. The only time I really need to brake my travel trailer is on extremely step descents at speeds below 50 mph. Above that and the drag of the trailer is typically enough to do all the work. If I am on the freeway, I am generally on the throttle slightly going downhill.

This is coming from someone who has >20000 miles towing with a 3.5L Ecoboost in Utah and the surrounding states. Im guessing neither of you have such experience. It does all this while casually towing at 70mph only turning 1900 rpm and I dont need to regear for a measly set of 35's

 

There are a lot of uneducated guesses in there - I’m not sure where to start so I won’t. Glad you like your ford. I had to help one out this weekend.

I do a little towing myself… somehow with bigger tires and stock rear end and only using 5 gears in the trans. Weird.

 

If I regularly towed heavy enough loads that engine braking was a concern, which I have in the past, I'd buy a bigger truck. My 2002 F250 with the 7.3L diesel was a towing beast. It was also the most annoyingly loud, stinky, and trouble-prone truck I've ever owned. I was so glad to get rid of it.

There's plenty of reasons to love the tried and true 5.7. I loved both of mine. But, for the type of high altitude towing I do nowadays, I'll take the TT V6 over the 5.7 any day. Ask me when I've put 150K miles on it. Perhaps my opinion will be different.

 

I totally get it - if you tow heavy lots an HD truck is the way to go but with all the complaints about brakes pulsating I see riding them down the mountain towing isn’t going to help.

We’re a long way from octane.

 

Sooooo, You're saying this thread went downhill. . . .

 

So,.....if I'll get more power and better fuel economy from 93,.....then it only makes sense that I'd get even more better with 100.

 

I have owned both, tow 5000-7000 lbs, and my 3rd gen out performs my 2012 by a country mile. In tow haul, that 3rd gen had no issue holding back the speed on the smasher on the Coquitlam highway
https://www2.gov.bc.ca/assets/gov/d...tions/hwy_5_coquihalla_pass_grade-profile.pdf

edit: I should of stated Hybrid 3rd gen