Looking for a tow rig but can't find one that can do a man-sized job? Hands down it's Ford's new F-450 Lariat Super Duty with the 6.4-liter Power Stroke. As contributing writer Tony Becker so impressively put it, the F-450 is more tool than toy, making it an irresistible choice for even the largest trailers.

To come to this conclusion, our team put the F-450 through an exhausting 5,000-mile road test-the longest and most complete road review we've ever done. From a dual-axle trailer at the bumper hitch to a 14,000-pound toy hauler snitched to the factory fifth-wheel, we sliced, diced and burnt up a perfectly good set of tires in an attempt to understand the F-450's role as a tow rig.

At 21.9 feet (262.4 inches) from bumper to bumper and 7.9 feet wide (95.5 inches), the F-450 SD Lariat 4x4 is immense-more at home on a cattle ranch than in the heart of Los Angeles, where we began our journey. Unlike the F-350 where you have more body options, the '08 F-450 is only available as an 8-foot bed with 172-inch wheelbase and crew-cab design.

Inside its cabin, this 4-ton truck was as hardy, luxurious and ergonomically built as any high-end vehicle we've seen. But don't let its good looks and styling cues lull you into submission; the F-450 can be equally frustrating to drive at times. Read on.

With a gross combined vehicle weight (GCVW) of 33,000 pounds, the new F-450 Lariat automatic (4.88 limited-slip rear axle ratio) offers a 24,000-pound tow capacity and 6,000-pound payload. Add to that a 16,000-pound tow rating on a conventional bumper hitch.

The release of Ford's stout F-450 SD unfortunately coincides with diesel fuel costs surpassing gas, so technically our test already started out on the wrong foot. And at $56,255 as tested, the F-450 Lariat is definitely not going to be for everyone. This is a Workhorse Fit for King-sized Jobs - We mapped out a route through California, Arizona, Nevada and Utah in varying temperatures and terrains-just as you might encounter with your tow rig.

This is a Workhorse Fit for King-sized Jobs
We mapped out a route through California, Arizona, Nevada and Utah in varying temperatures and terrains-just as you might encounter with your tow rig. From low-slung motel entrances to compact parking lots and off-road campsites, we put the new F-450 4x4 in as many real-world situations as possible during our initial drive of the truck. If it were a regular 1/2-ton pickup, obstacles like these would have no bearing on drivability. But the F-450 is by no means ordinary. This truck is tall and takes up most of a highway lane from wheel to wheel. So you first have to learn the exterior parameters and turning radius of the F-450 with and without a trailer in tow.

Leaving California, we hitched up a dual-axle trailer loaded down with several Yamaha ATVs to the 8,687-pound truck. Total trailer weight was about 7,500 pounds, well

Leaving California, we hitched up a dual-axle trailer loaded down with several Yamaha ATVs to the 8,687-pound truck. Total trailer weight was about 7,500 pounds, well below the trailer tongue-load weight threshold of the vehicle. This gave us a sense of what it could do but by no means pushed it to its limit. Keeping a mostly constant speed between 65 and 70 mph on the highway, the truck averaged 7.5 to 9.5 mpg with the trailer at the bumper. The variance in fuel mileage was probably due to a combination of traffic, wind and hills. More importantly, the truck steadily maintained speed and performance without so much as an engine stumble or erratic transmission gear change.

Stopping short of abuse, we weren't gentle on the F-450 as we powered up steep grades with the outside temperature nearing 100 degrees Fahrenheit. We did this in cruise control mode and still clocked a steady speed of 65 mph. With the much-improved A/C system keeping the cab a chilly 68-70 degrees, the F-450 didn't lack for power. The truth is you could hardy tell the trailer was behind you.

With improved features like large engine cooling fans, a 33 percent larger radiator and a water pump that doubles the flow rate from 75 to 140 gallons per minute, engine temperatures remained normal.

Because you won't always be towing a trailer, we dropped off the load and continued our testdrive with three passengers and a sizable amount of gear taking up all of the bed and most of the fold-down rear seating. We were on our way to Utah.

Sailing north on Interstate I-5 near Las Vegas, the mileage improved, averaging 10.5 to 11.5 mpg. Both the in-cab read out and our hand-calculated math confirmed the results. The good news is that the Ford F-450 has a 38-gallon fuel tank, so you can cover a lot of distance without fear of running on empty.

The ride of a dually is better loaded down, and the F-450 is no exception. At times it was jarring without the trailer in tow-maybe due to the F-450's commercial-grade front suspension and stiff 80-psi 225/70R19.5F Continental tires. On smoother roads, the ride naturally improved some. This is the varying degree of comfort or discomfort you get with a large truck, and it is certainly not a dig to Ford engineering. Better stiff than sloppy when it comes to tow vehicles.

The new 2008 Ford F-450 was built in-house with final assembly at Ford's Kentucky Truck Plant. Departing from its past, Ford uses a new, wider and stronger monobeam framerail with riveted and welded crossmembers. Large, square axle tubes as well as features like E-coated corrosion protection and noise isolation are now all part of the new, custom-tailored package for the F-450. As an added bonus, the huge 27mm enclosed tow hooks will support up to 33,000 pounds. In the end, these are reasons why the new F-450 is such a win for buyers looking for commercial-grade strengths in a noncommercial truck.