Forum Discussion
- Ask any higher volume diesel dealer or just call their parts dept. We run 8 Ford trucks and almost always have at least 1 in the shop so I talk to my mechanic weekly.Ford has been the less of the evils for us but only due to having such a good relationship with our servicing dealer. Right now his dealer has 4 6.7 trucks that have been there for over 3 weeks waiting on parts. Once I can seem to get ahold of more info on the fuel system I will post it.
Fords web site has some bland info on the new trucks http://www.ford.com/trucks/superduty/2015/
I want to say the rod issue is mostly in the early 11 units marek wrote:
The 15 truck will have a new fuel pump that is not as sensitive to water and will have a new fuel filtering system. Right now if you have problems on your 11-14 diesel ford it will be down for a while as injectors,head gaskets and Bousch pumps are on a national back order. Two more things , 1 if these engines are so great and these trucks have gotten expensive how about more warranty ? Not many guys want to own a modern diesel out of warranty. 2 if Ford really wants to appeal to the commercial market, make a tilt front end so if and when things break you can get to them
What are they going to do about the connecting rods. Was looking at pictures this morning of 6.7 bent connecting rods. The 6.7 rod is smaller in the rod area than the earlier powerstrokes. Rod bearings are also not keyed. What keeps them from spinning bearings.
Some things are great in the 6.7, like air/exhaust flow direction, individual rocker arms for each valve, giant lifters etc, but if they leave an important component like the connecting rod lacking, then the whole engine becomes lacking. The aftermarket is already into better 6.7 connecting rods, which is telling.
Do they need a operator warning "If hydro-locked, do not attempt to turn over!"?
Chrismarek wrote:
The 15 truck will have a new fuel pump that is not as sensitive to water and will have a new fuel filtering system. Right now if you have problems on your 11-14 diesel ford it will be down for a while as injectors,head gaskets and Bousch pumps are on a national back order. Two more things , 1 if these engines are so great and these trucks have gotten expensive how about more warranty ? Not many guys want to own a modern diesel out of warranty. 2 if Ford really wants to appeal to the commercial market, make a tilt front end so if and when things break you can get to them
I would be very interested in seeing a link to the information about the new Ford fuel system and the current shortage of parts for the current one...but not because I do not believe you...I gave up the Blue KoolAid a while ago...
Regards- The 15 truck will have a new fuel pump that is not as sensitive to water and will have a new fuel filtering system. Right now if you have problems on your 11-14 diesel ford it will be down for a while as injectors,head gaskets and Bousch pumps are on a national back order. Two more things , 1 if these engines are so great and these trucks have gotten expensive how about more warranty ? Not many guys want to own a modern diesel out of warranty. 2 if Ford really wants to appeal to the commercial market, make a tilt front end so if and when things break you can get to them
- $32K for a 97 7.3 F350? That has to be a typo.
720Deere wrote:
I agree with Spoon059.Turtle n Peeps wrote:
The truck I am referring to is the Ram 1500 EcoDiesel. It falls a little bit short of the HP requested, but it is within 30 lb/ft on the torque. It is rated to tow almost 9,000 lbs, and 28 mpg on the highway. That is pretty darn close to fulfilling all the wishes that were originally stated. I know it doesn't exactly fulfill that neutered 1 ton being dreamed up, but the point was that the guy is simply asking to de-rate a 1 ton to basically modern half ton specs.720Deere wrote:
Who makes the truck you're talking about? :hspoon059 wrote:
They already build the truck you are looking for, but it is a 1500. Why would anybody want to lower the GVWR of a 1 ton truck that is rated less than the average half ton?Road Runners wrote:
I agree. The price and weight of a diesel is so excessive because of the ridiculous power numbers they create. There is barely a difference between most 3/4 ton and 1 ton trucks (weight ratings because of springs usually). I would like a 8800 GVWR truck with a diesel engine that creates 350 HP and 450 or 500 ft/lbs of torque at 1800 rpms and gets 20 mpg highway that is available for $35K or less.
I want a diesel and the towing capacity of an F-250 at that price. It is doable. There are many buyers like me that would snap up such a truck. I say to hell with this power, breast thumping, race every new truck year.
I don't need 800 ft/lbs torque. I don't need 500 hp. I don't want 14 mpg all the time. There is not really any logical reason for a 3/4 ton truck. Manufacturers can offer a lower GVWR in a 1 ton truck and escape the need to offer the 3/4 ton.
Everybody wants their cake and eat-it, too. Ram comes out with the Ecodiesel and the first thing everybody complains about is the low payload and tow capacity. Sure, it's nice it gets 28 MPG, but what good is that if it's unable to tow your TT, right? Sure, the current 3/4 - 1 ton trucks have the payload and tow capacity. Unfortunately, many don't want or need all the HP, torque, and the additional cost to feed 'em, both the diesel, and especially the gassers.
I think most will agree a 500-550 ft. lb. diesel has sufficient grunt to tow 12,000-13,000 lbs. It may not accelerate up a 7% grade like a 800 ft. lb. diesel, but it'll get the job done. The huge point I'm getting ready to make here is MPG. The 500-550 ft. lb. diesel has the ability to get the payload and tow capacity job done (in a HD 1/2 ton) AND get much better fuel economy. I don't think it would be unreasonable to expect low 20's MPG. The current crop of big diesels get 16-18 MPG (6-6.7 liter), the Ecodiesel gets 28 MPG (3.0 liter)--why not split it down the middle and make it 22 MPG (5.0 liter).
There are always folks that say anyone driving a truck has no grounds to complain about MPG. It's the nature of the beast, suck-it-up. You want mileage get a f'in Prius. Well, although it may not be a priority with some, in the world of Average Joe, MPG numbers equate to something that's directly connected to their wallet. They're reminded of it everytime they drive by a gas station, and everytime they gas-up. It's a big deal.
I've said it before, and again, I agree with Spoon059, there's a need and demand for a truck that's capable of 20-22 realworld MPG, that has at least 2,000 lbs, of payload and can tow at least 12,000 lbs. Every single time you see a post or thread here discussing gas vs. diesel or 1/2 vs. 3/4 ton---it's most always someone's desire for something more than a 1/2 ton, but less than a 3/4 ton. I think Nissan and Toyota have a chance to fill this gap with the 5.0 Cummins. If they do, they'll have this marketplace niche all to themselves. They'll have the Big 3 to thank because they're the ones that created it in the first place. Hopefully, Nissan and Toyota will market it as a class-leading, very Heavy Duty 1/2 ton. They have nothing to gain by marketing it as 3/4 ton.- In Oregon I can buy an 42' RV hook up a stacker trailer and be good to go. As long as it's an RV and 100% for personal use there really are no rules for additional licensing. But most people start small and increase their RV in size over time.
Capt Skup wrote:
The 2015 Ford F-450 will up its maximum towing capacity by 6,500 pounds for a class-leading 31,200 pounds; gross combined weight rating increases by 7,000 pounds to a class-leading 40,000 pounds.
Read more: http://www.dieselpowermag.com/news/1403_2015_ford_power_stroke_440_hp_860_lb_ft_of_torque/#ixzz2vBlWhV00
When reading these numbers, I keep thinking of the guy that buys this truck to tow that much weight without any towing experience. Bringing 40,000lbs under control during emergency braking can certainly be a white knuckle experience. Are HD pickups quickly approaching the limits of conventional car/pickup licensing?
I think that was passed a while back. In many area 26,000# GCVW is the limit on a standard licensee. That is a 9,000# TV + a 17,000# trailer. Think about it, most states require a Motorcycle endorsement for a vehicle that weighs in most cases less than 800#, yet in most states anyone can get a TV and a large trailer and hit the road with 15,000# to now days about 37,000# with the RV exclusion in most states (once above 26,000# it may get a little grey).Capt Skup wrote:
The 2015 Ford F-450 will up its maximum towing capacity by 6,500 pounds for a class-leading 31,200 pounds; gross combined weight rating increases by 7,000 pounds to a class-leading 40,000 pounds.
Read more: http://www.dieselpowermag.com/news/1403_2015_ford_power_stroke_440_hp_860_lb_ft_of_torque/#ixzz2vBlWhV00
When reading these numbers, I keep thinking of the guy that buys this truck to tow that much weight without any towing experience. Bringing 40,000lbs under control during emergency braking can certainly be a white knuckle experience. Are HD pickups quickly approaching the limits of conventional car/pickup licensing?
Really no one is really going to go buy a 31K# trailer just cause they want to, without experience. Finding a 5th Wheel RV getting pretty hard to find at or above 18000#. And most guys I know with larger RV trailers have gone through many sizes to get to the biggest ones. I started with a tent trailer.
The guys hauling commercially a 30K trailer are going to be running into the CDL rules and DOT rules.
And people that are getting a horse trailer with living quarters usually have been using trailers since they were 15. Farmers the same thing. I remember moving irrigation pipe trailers as my first trailer.
Pickups that can haul 31K trailers don't scare me.
And trailers have things called trailers brakes. Yes it won't stop like a Ferrari but its not like the truck has to do all the braking.mich800 wrote:
Probably the biggest component stressed will be GM's sales. :)
:B
