new ford chassis coming???

carringb wrote:
In its first full sales month, the Transit has already destroyed Sprinter sales (and the E-series is still the 3rd best selling van-chassis).

It is not a Motorhome base. It is outselling the Econoline, as a Commercial van.Many said on this Forum and others , that as a basically a European Van , it would never do that

PS - the Sprinter's GCWR barely matters anyways, because its too under powered to tow anything in the mountains without being a road hazard.

In its first full sales month, the Transit has already destroyed Sprinter sales (and the E-series is still the 3rd best selling van-chassis).

rjstractor wrote:

RobertRyan wrote:
I was talking about GCWR and the Transit. It does have a higher GCWR for the Diesel

You are correct, as was previously stated the diesel has a GCWR of a whopping 500 pounds more than the 3.5 Ecoboost. Also, as was previously stated the diesel engine weighs 325 pounds more, so the diesel can tow 175 whole pounds more. Wow.....

The point to all of this is the Transit Ecoboost is not going to replace the Sprinter anytime soon as a.similar MH base, Well, not at all It will end up as a Class B Motorhome as its paltry 13,000lb GCWR, does not get anywhere near the limited 15,000lb GCWR of a Sprinter. The 3.2 Diesel engine although cannot be used in Europe, is being used as a FE engine primarily for the Transit. It cannot be upgraded to their Euro 6 regulations
GVWR of a 3 litre Diesel can go to 15,000lb, 23,000lb Want more here , they use a light Japanese or European Truck Chassis or a lot more a Coach, or heavier truck chassis all these use diesels. Last time I looked the top end of all Class A's sold in the US are all diesels

RobertRyan wrote:
I was talking about GCWR and the Transit. It does have a higher GCWR for the Diesel

You are correct, as was previously stated the diesel has a GCWR of a whopping 500 pounds more than the 3.5 Ecoboost. Also, as was previously stated the diesel engine weighs 325 pounds more, so the diesel can tow 175 whole pounds more. Wow.....

pnichols wrote:

RobertRyan wrote:
Well the rest of the world has diesel prices which are higher, than Gas engines, your statement seems confused. No your E350 sounds unpowered , anything can pull a GVWR of 11,800lbs, even a Sprinter. Yes with a low gearing, it would drive up steep hills with a load, but it's modest torque output VERY SLOWLY.
The ECoBoost due to its torque and horspwer delivery would have considerable less GVWR than the Diesel version. That is born out by looking the GVWR Transit compared to the Diesel version

What is confusing about my statement(s)?

BTW, I have an E450, not an E350.

I implied that diesel prices in NA are higher than gasoline prices in NA almost enough to offset diesel's better gas mileage - hence their fuel cost per mile advantage is getting less and less and may soon be nonexistent. I'm of the opinion that that's going to eventually happen all over the world.

The E450 under my RV has a GVWR of 14,050 lbs.. My actual RV's weight is only around 11,800 lbs. ... so it's under-loaded versus what it's designed to carry weight-wise and gearing-wise. This means it's 310 horsepower can out-pull and out-accelerate any diesel of lesser horsepower carrying the same 11,800 lbs., if and only if, one doesn't try to compare the turbo-charging of the diesel with the non-turbo-charging of the V10 at high altitudes.

The E450 under my RV has a rear differential ratio of 4:56 to tap it's horsepower for conversion into drive alxe torque that, like I said, is where the real torque is needed ... not merely crankshaft torque like a diesel has. A diesel will have have a much smaller rear differential ratio merely because less conversion of it's lower horsepower is needed due to it's higher intrinsic crankshaft torque values. The only pulling power difference of a diesel is that you merely have to push in it's fuel pedal to get more power instead of both pushing in the fuel pedal combined with a gear change in a gas engine. Diesel fans (must/apparently) hate higher engine RPM's, so a lesser-shifting motor technology is where they flock to.

Diesel fans always boast that higher crankshaft torque counts for more than proper base horsepower - that can then be easily converted into drive axle torque via gearing.

I can hardly wait until the Eco-Boost technology has been around enough to prove that diesels only advantage is the sound of it's lower RPM.

Your word order was confusing. No Diesel fuel have been historically high, in fact it is the same ratio as far as pricing ,as now exists in the US. In the 1950's there were a lot of Gas engines in Europe and elsewhere, used in Trucks and Vans, now they have disappeared globally. They are disappearing rapidly as options on Global pickups, that is the ones that had them in the first place. I have driven a E450 MH in the US, extremely unimpressed , as I have mentioned before. Ecoboost 2 litre engines have been tried in the Ford Falcon ,total bomb. No Diesels will increase in the US, maybe a lot of initial resistance I.e Adoption of European Vans, but they will come

RobertRyan wrote:
Well the rest of the world has diesel prices which are higher, than Gas engines, your statement seems confused. No your E350 sounds unpowered , anything can pull a GVWR of 11,800lbs, even a Sprinter. Yes with a low gearing, it would drive up steep hills with a load, but it's modest torque output VERY SLOWLY.
The ECoBoost due to its torque and horspwer delivery would have considerable less GVWR than the Diesel version. That is born out by looking the GVWR Transit compared to the Diesel version

What is confusing about my statement(s)?

BTW, I have an E450, not an E350.

I implied that diesel prices in NA are higher than gasoline prices in NA almost enough to offset diesel's better gas mileage - hence their fuel cost per mile advantage is getting less and less and may soon be nonexistent. I'm of the opinion that that's going to eventually happen all over the world.

The E450 under my RV has a GVWR of 14,050 lbs.. My actual RV's weight is only around 11,800 lbs. ... so it's under-loaded versus what it's designed to carry weight-wise and gearing-wise. This means it's 310 horsepower can out-pull and out-accelerate any diesel of lesser horsepower carrying the same 11,800 lbs., if and only if, one doesn't try to compare the turbo-charging of the diesel with the non-turbo-charging of the V10 at high altitudes.

The E450 under my RV has a rear differential ratio of 4:56 to tap it's horsepower for conversion into drive alxe torque that, like I said, is where the real torque is needed ... not merely crankshaft torque like a diesel has. A diesel will have a much smaller rear differential ratio merely because less conversion of it's lower horsepower is needed due to it's higher intrinsic crankshaft torque values. The only pulling power difference of a diesel is that you merely have to push in it's fuel pedal to get more power instead of both pushing in the fuel pedal combined with a gear change in a gas engine. Diesel fans (must/apparently) hate higher engine RPM's, so a lesser-shifting motor technology is where they flock to.

Diesel fans always boast that higher crankshaft torque counts for more than proper base horsepower - that can then be easily converted into drive axle torque via gearing.

I can hardly wait until the Eco-Boost technology has been around enough to prove that diesels only advantage is the sound of it's lower RPM.

carringb wrote:
GCWR of the 3.5L EcoBoost in the F150 is 17,100 pounds, and in any test performed at full load it easily outperforms its competition. Even the 2.7L EcoBoost handily beats the 3.0 diesel in the Ram1500, pulling trailers in the mountains.

Max GCWR of the EcoBoost Transit is 13,000 pounds, vs 13,500 pound for the EcoBoost Transit. The diesel adds 325 pounds to the curb weight, which means it tows a whopping 175 pounds more than EcoBoost.

The Transit EcoBoost was tested under Ford's medium duty test cycle, same as the diesel in the Transit or even the 6.7L diesel.

I don't know why you even posted the Iveco's GCWR. It isn't sold here, therefore doesn't have a GCWR for North American applications. Most global Ford's also have higher GCWRs outside North America.

I was talking about GCWR and the Transit. It does have a higher GCWR for the Diesel. The fact under load it will get better FE than the Transit is the other reason Ford offers it
Ford F-150 Ecoboost by your example has a much lower GCWR than a E450.
We are comparing Vans not Pickups so overall GCWR is much more important. Towing Figures are at best very rubbery, and not as important to Vehicle that is going to and up as a MH
I was referring to a Transit and Sprinter comparison , you includedthe E450,and now F150 which are not comparable to the Sprinter or Transit. The E450 is not sold outside NA, like the IVECO in NA

GCWR of the 3.5L EcoBoost in the F150 is 17,100 pounds, and in any test performed at full load it easily outperforms its competition. Even the 2.7L EcoBoost handily beats the 3.0 diesel in the Ram1500, pulling trailers in the mountains.

Max GCWR of the EcoBoost Transit is 13,000 pounds, vs 13,500 pound for the EcoBoost Transit. The diesel adds 325 pounds to the curb weight, which means it tows a whopping 175 pounds more than EcoBoost.

The Transit EcoBoost was tested under Ford's medium duty test cycle, same as the diesel in the Transit or even the 6.7L diesel.

I don't know why you even posted the Iveco's GCWR. It isn't sold here, therefore doesn't have a GCWR for North American applications. Most global Ford's also have higher GCWRs outside North America.

carringb wrote:
The only reason the diesel Transit has a higher GVWR is because of the weight of the diesel, and to allow the same payload.

BTW - the E450 has a GCWR of 22,000 pounds, which is about 7,000 pounds more than a Sprinter.

Also, because the EcoBoost has forced induction, it can have whatever torque curve that Ford programs.

I am comparing the same vehicle , the Transit with a Ecoboost to a Transit with a Diesel
Not a different one. No the extra weight of the diesel, which is not much, is NOT a reason it has considerable more GCVWR, the Ecoboost is not a Heavy Cycle engine
The IVECO Daily with a similar 3litre engine to a Sprinter has a greater GCVWR than a
E450.