Engine Options & Performance

The F-350 SRW shares its engine lineup with the F-250, meaning you have a choice of two gas V8s and a turbo diesel V8 (with an HO variant):

• 6.8L V8 Gas (Standard): 405 hp and 445 lb-ft of torque. This is the base engine on F-350 XL, XLT, and Lariat SRW. It’s a durable pushrod V8 that provides ample power for many tasks. In an F-350, the 6.8L can handle moderate trailers and heavy payloads, but will work harder under max loads compared to the larger engines. It’s a good choice if you want to keep costs down and your usage is lighter (say, hauling a few tons of materials around King County or towing a mid-size trailer occasionally). Fuel economy is not rated (heavy-duty trucks are exempt), but expect high single-digit to low teens MPG typically.
• 7.3L V8 Gas (Optional/Std on some trims): 430 hp and 485 lb-ft. Often nicknamed “Godzilla,” this big-block gas V8 is optional on lower trims (~$1,500 option) and becomes the standard engine on F-350 King Ranch and Platinum SRW. The 7.3L is designed for robust performance and longevity – it has more torque and power than the 6.8L, which you’ll appreciate when pulling steep grades. For drivers who want strong towing performance but prefer gasoline (perhaps due to lower maintenance costs or less need for the extreme torque of diesel), the 7.3L is ideal. It makes the F-350 surprisingly quick when unloaded, and it’s rated to tow significantly more than the 6.8L (the F-350 SRW with 7.3L can approach 22,000 lbs towing for fifth-wheel trailers).
• 6.7L Power Stroke V8 Turbo Diesel (Optional): 475 hp and 1,050 lb-ft. The turbodiesel is a popular choice for F-350 buyers in the PNW who tow big loads. All that torque (peaking at just 1,600 RPM) means the truck hardly breaks a sweat with 15,000+ pounds behind it. Merging onto I-405 or climbing toward Snoqualmie with a trailer is far less strained with the diesel versus the gas engines. The diesel F-350 also generally gets better fuel mileage under load. It’s a more expensive engine upfront, but pays dividends if you truly use the capability.
• 6.7L Power Stroke High Output (HO) Diesel (Optional): ~500 hp and 1,200 lb-ft. While not as common on SRW trucks, the HO version can be optioned on the F-350 SRW for maximum power. This is the same engine hardware with a tuned-up output. On paper it gives you roughly 200 lb-ft more torque than the standard diesel. The main benefit is felt when towing near the upper limits or accelerating with a heavy trailer – the HO provides a bit more punch and confidence. It usually comes bundled with the Max Tow Package (including a 3.55 or 4.10 axle ratio depending on configuration). Unless you’re frequently towing above ~20k lbs, the standard diesel is already very strong; the HO is somewhat overkill for lighter loads but can be a welcome upgrade for extreme use cases (and some buyers just want the bragging rights of having the most powerful diesel on the market).

All engines are paired with Ford’s 10-speed TorqShift® automatic. The F-350 SRW, thanks to its heavier-duty suspension, may ride a bit firmer when unloaded compared to an F-250, especially with the rear springs rated for higher payload. However, Ford’s chassis tuning is excellent – many drivers report that the 2026 F-350 rides smoother and handles better than older models, due in part to revised shock absorbers and advanced stability control systems. On the road, an F-350 SRW feels very similar to an F-250; the main difference is knowing you have a higher reserve of capability.

Handling and Braking: With the SRW setup, the F-350 is no wider than a normal truck, so it’s easier to navigate through Seattle’s streets than a dually. It does have a high, commanding driving position. The steering is reasonably light (and the Platinum trim even has adaptive steering to further aid low-speed turns). The brakes on the F-350 are strong four-wheel discs with ABS and are built to confidently stop heavy loads. If you’re towing down long descents (like coming west on I-90 from Snoqualmie Pass), the diesel’s exhaust brake is a huge asset – it helps slow the truck and trailer by engine braking, reducing wear on the brakes. Gas engines can downshift to provide engine braking too, but not to the same extent.

In summary, the F-350 SRW’s performance with any engine is robust, but the experience ranges from “very capable” with the gas engines to “effortless” with the diesel. Choose the powertrain that matches your expected tasks and you’ll find the F-350 SRW to be a trusty workhorse that still can be civilized enough for daily driving in the Pacific Northwest.

Towing & Payload Capacity (F-350 SRW)

Towing and payload are where the F-350 SRW really separates itself from lighter-duty trucks. This is a true one-ton truck (and then some). Here are the key capacity figures for the F-350 Single Rear Wheel:

• Maximum Towing (Conventional): Up to about 25,000 lbs on the hitch for an F-350 SRW when properly equipped. To break it down: with the standard 6.7L diesel, a crew cab F-350 SRW 4x4 can tow roughly 21,000–23,000 lbs on a conventional trailer hitch. Opting for the HO diesel and the right axle can push that up to ~25,000 lbs in an ideal regular cab configuration. The gas 7.3L F-350 SRW is usually capped around 19,000 lbs conventional towing. These numbers are higher than the F-250 due to the F-350’s higher-rated hitch and suspension.
• Maximum Towing (5th-Wheel/Gooseneck): Approximately 30,000 lbs (or slightly more) for an F-350 SRW. The absolute peak 5th-wheel towing for a SRW is achieved with the HO diesel in a regular cab or super cab, which can hit around 27,500–28,000 lbs on fifth-wheel, according to Ford’s towing guide. A more common configuration, like an F-350 SRW Crew Cab diesel, might tow around 24,000–25,000 lbs with a fifth-wheel/goose. These are massive trailers – think large 5th-wheel campers or heavy equipment trailers – and the F-350 SRW can handle it, whereas an F-250 would likely max out a few thousand pounds sooner.
• Payload (SRW): The F-350 SRW has a higher GVWR than the F-250, translating to more payload capacity. Depending on spec, an F-350 SRW’s payload ranges from roughly 3,500 lbs up to 4,500+ lbs. For example, an F-350 SRW Crew Cab Lariat 4x4 diesel might have ~3,500 lbs of payload (because the diesel and extra features eat into it), whereas a Regular Cab 4x2 gas F-350 SRW with the Heavy-Duty Payload Package can hit the upper 4,000s. Ford quotes a max payload of 8,000 lbs, but that is for the DRW model. For the SRW specifically, expect around 4,000 lbs max in ideal conditions. In practical terms, 4,000 lbs payload means an F-350 SRW can carry a loaded truck camper or a bed full of gravel without issues. It’s also plenty for tongue weight of a big trailer (remember tongue weight counts against payload).

Real-World Usage: If you’re in Washington and plan to tow a large 5th-wheel RV (say a 40-foot, four-season trailer) that weighs 16,000-18,000 lbs empty, you’ll likely be near 20,000+ lbs loaded. An F-350 SRW can manage this, especially with the diesel. You’ll appreciate the truck’s stability and power on long uphill grades (like pulling over Stevens Pass on US-2). However, if that trailer was say 22,000 lbs loaded, you’re right at the upper edge for SRW – you might consider a DRW for that scenario. For gooseneck trailers hauling machinery or horses, the SRW F-350 offers a good compromise of high towing capacity without the extra width of a dually, which can be beneficial on narrow backroads or when the truck is also a daily driver.

Trailering Technology: The F-350 SRW can be equipped with all the same towing tech as the F-250. The Tow Tech Package (often standard on higher trims or optional) is a must for ease: it includes Pro Trailer Backup Assist, an integrated trailer brake controller, 360º trailer camera system (which can add an auxiliary camera you mount on the trailer), and even a blind-spot system that accounts for trailer length. There’s also an available Onboard Scales with Smart Hitch feature – this is neat: it measures the weight you put in the bed or on the hitch in real time (via sensors) and can display it in the FordPass app or in-dash, helping you load within safe limits. If you’re frequently loading heavy pallets or hooking up different trailers, this can be very useful to prevent overloading. These cutting-edge features make towing with the F-350 SRW in the PNW safer and more convenient, whether you’re an experienced tower or relatively new to heavy trailers.

Why Choose the F-350 SRW?

Deciding on an F-350 SRW over an F-250 or an F-350 DRW largely comes down to how much capability you need and how you plan to use the truck:

• Extra Capability vs F-250: The F-350 SRW might be your pick if you find the F-250 almost enough, but not quite. For instance, if you have a trailer that’s around 12,000-15,000 lbs, an F-250 can handle it, but the F-350 SRW will handle it with more ease (less strain, maybe better stability due to slightly stiffer suspension). The F-350 SRW also opens the door to carrying heavier payloads. In short, choose the F-350 SRW if you want some headroom – you don’t want to constantly be at the limit of an F-250. Many business owners in the Seattle area who haul equipment or materials choose F-350 SRW trucks so they can load up a bit more without moving to a dually.
• Everyday Usability vs Dually: The F-350 SRW gives you most of the capability of a dual-rear-wheel (DRW) truck, but in a more manageable package. In urban or suburban environments like downtown Seattle, Bellevue, or even tighter quarters like Pike Place Market area, a SRW truck is far easier to navigate than a dually. You won’t have the extra width to worry about in lanes or drive-thrus. Plus, SRW trucks generally ride a bit smoother when empty than DRWs (due to less stiff suspension and fewer tires on the road). If you only occasionally tow very heavy loads, an F-350 SRW makes sense – you get a truck that’s comfortable to daily drive yet can step up for big tasks when needed.
• Cost Considerations: An F-350 SRW is only marginally more expensive than a similarly equipped F-250. The jump from F-250 to F-350 might be in the order of a few hundred dollars for the higher GVW springs/axle (and sometimes it’s purely based on options). If you’re already considering a loaded F-250, it could be worth pricing out an F-350 SRW version. Insurance and running costs are usually very similar between F-250 and F-350 SRW as well. So if you get more capability for essentially the same ongoing cost, it’s a win.
• When to choose a Dually (F-350 DRW or F-450): If your needs truly push the envelope – for example, hauling a 40-foot gooseneck trailer full of construction equipment daily, or a massive fifth-wheel RV pushing 18,000+ lbs – you should consider the dual-rear-wheel models. The DRW will give you greater stability (two tires on each side at the back means better weight distribution and safety margin if a tire blows) and higher legal weight ratings. Also, if your payload needs are extreme (over ~5,000 lbs in the bed), only a DRW can handle that. The F-450, in particular, is chosen by some who tow near the 30k-40k lb mark often (common for hot-shot trucking or large horse trailers). However, these DRW trucks come with downsides: harder parking, rougher ride when empty, not fitting in some car washes or older garages, and more costly tire replacements (6 tires vs 4). So, for many in the Pacific NW, the F-350 SRW hits the “sweet spot” where you get a ton of capability with fewer compromises. It’s a very popular configuration for folks who tow large weekend toys (like big campers or offshore fishing boats) but still drive their truck to work or around town during the week.