2010 Ford E-SERIES: E-Series Standard Towing Equipment & Trailer Towing Packages
2010 Ford E-SERIES: E-Series Standard Towing Equipment & Trailer Towing Packages
2010 Ford E-SERIES: E-Series Standard Towing Equipment & Trailer Towing Packages
7-Wire Harness & 7-Pin Connector Trailer Wiring Harness (4-Pin) Hitch Receiver Aux. Auto Trans. Oil Cooler Electric Brake Controller Tap-in Capability
(a) Included with optional rear step bumper (768/769). (b) Blade-style female connector/bumper bracket, including relay system for backup/B+/running lights. Notes: Content may vary depending on model, trim and/ or powertrain. See your Dealer for specific content information Trailer Towing Package recommended for all light trucks that will be used for towing to help ensure easy, proper connection of trailer lights
Frontal area is the total area in square feet that a moving vehicle and trailer exposes to air resistance. The chart shows the limitations that must be considered in selecting a vehicle/trailer combination. Exceeding these limitations may significantly reduce the performance of your towing vehicle. Selecting a trailer with a low-drag, rounded front design will help optimize performance and fuel economy.
To determine Maximum Trailer Weight, subtract your vehicles GVWR from the following GCWRs: E-250 Super Duty Cutaway GCWR: E-350 Super Duty Stripped E-350 Super Duty Extended Chassis GCWRs: Cutaway GCWR: 4.6L V8 with 4.10 axle = 12,000 lbs. 5.4L V8 = 13,000 lbs. 5.4L V8/4R75E = 10,600 lbs. E-350 Super Duty Cutaway GCWRs: 6.8L V10 = 18,500 lbs. E-450 Super Duty Cutaway GCWRs: 5.4L V8/4R75E = 9,600 lbs. (SRW) E-450 Super Duty Stripped 5.4L V8 = 14,050 lbs. 5.4L V8/4R75E = 10,050 lbs. (DRW) Chassis GCWRs: 6.8L V10 and 6.0L 5.4L V8/5R110W = 13,000 lbs. 5.4L V8 = 14,050 lbs. Turbo Diesel V8 = 20,000 lbs. 6.8L V10 = 18,500 lbs. 6.8L V10 = 20,000 lbs. 6.0L Turbo Diesel V8 = 20,000 lbs.
Note: 6.0L Diesel applications that exceed 10,000 lbs. Maximum Trailer Weight require an aftermarket fifth-wheel hitch.
(1) Rear step bumpers and hitch receivers do not include a hitch ball or ball mounting. The vehicle owner is responsible for obtaining the proper hitch ball, ball mounting, weight distributing equipment (i.e., equalizing arms and snap-up brackets, sway control system) and other appropriate equipment to tow both the trailer and its cargo load.
E-Series Van/Wagon: Included with Trailer Tow Package Option Code 536 Note: See chart above for the weight-carrying and weightdistributing capacities of these hitch receivers. (These capacities also are shown on a label affixed to each receiver.) The vehicle owner is responsible for obtaining the proper hitch ball, ball mounting, weight-distributing equipment (i.e., equalizing arms and snap-up brackets, sway control system) and other appropriate equipment to tow both the trailer and load that will be towed.
If you do not know the axle ratio of your vehicle, check its Truck Safety Compliance Certification Label (located on the left front door lock facing or the door latch post pillar). Below the bar code, you will see the word AXLE and a two-digit code. Use this chart to find the axle ratio that corresponds to that code:
Vehicle
E-Series
Non-Limited Slip
Limited Slip
Many states require a separate braking system on trailers with a loaded weight of more than 1,500 pounds. For your safety, Ford Motor Company recommends that a separate functional brake system be used on any towed vehicle, including those dolly-towed or towbartowed. There are two basic types of brake systems designed to activate trailer brakes: 1. Electronically Controlled Brakes usually provide automatic and manual control of trailer brakes. They require that the tow vehicle be equipped with a controlling device and additional wiring for electrical power. These brakes typically have a control box installed within reach of the driver and can be applied manually or automatically. 2. Surge Brakes are independent hydraulic brakes activated by a master cylinder at the junction of the hitch and trailer tongue. They are not controlled by the hydraulic fluid in the tow vehicles brake system, and the tow vehicles hydraulic system should never be connected directly to the trailers hydraulic system. Be sure your trailer brakes conform to all applicable state regulations. See Quick Tips Safe Trailering on back cover for additional braking information.
BRAKES
SAFETY CHAINS
Always use safety chains when towing. Safety chains are used to retain connection between the towing and towed vehicle in the event of separation of the trailer coupling or ball Use cross chains under the trailer tongue to prevent the tongue from contacting the ground if a separation occurs. Allow only enough slack to permit full turning be sure they do not drag on the pavement When using a frame-mounted trailer hitch, attach the safety chains to the frame-mounted hitch using the recommendations supplied by the hitch manufacturer See your vehicles Owner Guide for safety chain attachment information For rental trailers, follow rental agency instructions for hookup of safety chains
Some vehicles equipped with a factory-installed Trailer Tow Package include a trailer wiring harness and a wiring kit This kit includes one or more jumper harnesses (to connect to your trailer wiring connector) and installation instructions
TRAILER LAMPS
Make sure the trailer is equipped with lights that conform to all applicable government regulations. The trailer lighting system should not be connected directly to the lighting system of the vehicle. See a local recreational vehicle dealer or rental trailer agency for correct wiring and relays for the trailer and heavy-duty flashers.
SAFE TRAILERING
Towing a trailer is demanding on your vehicle, your trailer and your personal driving skills. Follow some basic rules and youll tow more safely and have a lot more fun.
WEIGHT DISTRIBUTION
For optimum handling and braking, the load must be properly distributed Keep center of gravity low for best handling Approximately 60% of the allowable cargo weight should be in the front half of the trailer and 40% in the rear (within limits of tongue load or king pin weight) Load should be balanced from side-to-side to optimize handling and tire wear Load must be firmly secured to prevent shifting during cornering or braking, which could result in a sudden loss of control
Whenever possible, vehicles with trailers should not be parked on a grade. However, if it is necessary, place wheel chocks under the trailers wheels, following the instructions below. Apply the foot service brakes and hold Have another person place the wheel chocks under the trailer wheels on the downgrade side Once the chocks are in place, release brake pedal, making sure the chocks will hold the vehicle and trailer Apply the parking brake Shift automatic transmission into Park, or manual transmission into Reverse With 4-wheel drive, make sure the transfer case is not in Neutral (if applicable)
When driving uphill with a heavy load, significant speed drops may occur. An 8-14 mph speed drop will automatically cancel speed control Temporarily resume manual control through the vehicles accelerator pedal until the terrain levels off
TIRE PRESSURE
Underinflated tires get hot and may fail, leading to possible loss of vehicle control Overinflated tires may wear unevenly Tires should be checked often for conformance to recommended cold inflation pressures
BEFORE STARTING
Before setting out on a trip, practice turning, stopping and backing up your trailer in an area away from heavy traffic Know clearance required for trailer roof Check equipment (make a checklist)
A conventional full-size spare tire is required for trailer towing (mini spare tires should not be used; always replace the spare tire with the road tire as soon as possible).
ON THE ROAD
BACKING
Back up slowly, with someone spotting near the rear of the trailer to guide you Place one hand at bottom of steering wheel and move it in the direction you want the trailer to go Make small steering inputs slight movement of steering wheel results in much greater movement in rear of trailer
After about 50 miles, stop in a protected location and double-check: Trailer hitch attachment Lights and electrical connections Trailer wheel lug nuts for tightness Engine oil check regularly throughout trip
TURNING
When turning, be sure to swing wide enough to allow trailer to avoid curbs and other obstructions.
BRAKING
Allow considerably more distance for stopping with trailer attached Remember, the braking system of the tow vehicle is rated for operation at the GVWR, not GCWR If your tow vehicle is a F-150, F-Series Super Duty , or E-Series and your trailer has electric brakes, the optional Trailer Brake Controller (TBC) will help assure smooth, effective trailer braking by automatically proportioning the trailer braking to that of the towing vehicle If your trailer starts to sway, apply brake pedal gradually. The sliding lever on the TBC should be used only for manual activation of trailer brakes when adjusting the gain. Misuse, such as application during trailer sway, could cause instability of trailer and/or tow vehicle
The added weight of the trailer can dramatically decrease the acceleration of the towing vehicle exercise caution. When passing a slower vehicle, be sure to allow extra distance. Remember, the added length of the trailer must clear the other vehicle before you can pull back in Signal and make your pass on level terrain with plenty of clearance If necessary, downshift for improved acceleration
Gasoline engines lose power by 3-4% per 1,000 ft. elevation. To maintain performance, reduce GVWs and GCWs by 2% per 1,000 ft. elevation.
TOWING ON HILLS
With certain automatic overdrive transmissions, towing especially in hilly areas may cause excessive shifting between overdrive and the next lower gear. To eliminate this condition and achieve steadier performance, overdrive can be locked out (see vehicle Owner Guide) If excessive shifting does not occur, use overdrive to optimize fuel economy Overdrive may also be locked out to obtain engine braking on downgrades When available, select Tow/Haul mode to automatically eliminate unwanted gear search and help control vehicle speed when going downhill
The charts in this guide show the minimum engine size needed to move the GCW of tow vehicle and trailer. Under certain conditions, however, (e.g., when the trailer has a large frontal area that adds substantial air drag or when trailering in hilly or mountainous terrain) it is wise to choose a larger engine Selecting a trailer with a low-drag, rounded front design will help optimize performance and fuel economy
NOTE: For additional trailering information pertaining to your vehicle, refer to the vehicle Owner Guide.
Photography, illustrations and information presented herein were correct when approved for printing. Ford Motor Company reserves the right to discontinue or change at any time the specifications or designs without incurring obligation. Some features shown or described are optional at extra cost. Some options are required in combination with other options. Consult your Dealer for the latest, most complete information on models, features, prices and availability. Many of the recreational vehicles shown in this brochure are modified or manufactured by companies other than Ford Motor Company. Ford assumes no responsibility for such modifications or manufacturing.
Downshift the transmission to assist braking on steep downgrades and to increase power (reduce lugging) when climbing hills With TorqShift transmission, select Tow/Haul mode to automatically eliminate unwanted gear search when going uphill and help control vehicle speed when going downhill