Forum Discussion
ExxWhy wrote:
Wish they would have asked the engineer about the fuel.
Likewise, I wish they (meaning Andre, Mr. Truck, and the like) would have asked the engineers a LOT of questions that they clearly didn't know enough to ask (and I don't mean HP or TQ), rather than listening to themselves talk. Andre is a lot better at listening then Kent (Mr. Truck)... but both of those guys could learn a thing or two from several members I've seen posting here on RV.net over the years... about what the kinds of issues that concern the consumers who actually fork over their hard earned money for these trucks, rather than make a career mongering manufacturer freebies to run up and down Ike pass in media sleds.
Another example... the new 6.6 GM gas has a 10.8 compression ratio. And no question about how the calibration prevents detonation.ExxWhy wrote:
I was wondering what dyno/chassis cert meant, thanks for the explanation.
I will guess 436/500, $2500 option with the 10 spd, and runs on regular gas. If it's meant to be a fleet truck engine, it needs to run on regular. Wish they would have asked the engineer about the fuel.
If it's a combustionable fluid I'm sure this engine will run on it just fine.- I was wondering what dyno/chassis cert meant, thanks for the explanation.
I will guess 436/500, $2500 option with the 10 spd, and runs on regular gas. If it's meant to be a fleet truck engine, it needs to run on regular. Wish they would have asked the engineer about the fuel. - Looks like a jewel...
- I will have to desalinate the salient points made above ^^^
ShinerBock wrote:
Interesting at 2:40 of the video that he is stating that the differences between the power numbers between the chassis dyno certification is almost identical to the engine dyno certification which means there will not be that much of a hp drop in the cab and chassis trucks due to the different emissions certifications.
I didn't hear Joel Beltramo, Chief Engineer of the upcoming Ford 7.3L gas engine say or even suggest what ShinerBlock heard above.
At 2:41 in the video, Mr Beltramo said that there WILL be "subtle changes for the chassis cert engines"... but that the "dyno cert engines are almost identical", and said this while he was talking about the value to fleets from an in house service training perspective of having an identical gas engine in all trucks in the fleet.
To understand this better, some may or may not understand the difference between chassis cert and dyno cert, and might mistakenly associate "chassis cert" as applying to "chassis cabs", when they are unrelated.
Chassis cert applies to F-250/350/450 pickups, because for EPA emissions certification purposes, these vehicles are final stage completed vehicles with a known body (pickup bed) installed, and therefore the entire chassis is certified.
Beltramo specifically said that "chassis cert" engines will have "subtle changes".
Dyno cert applies to the F-350/450/550/650/750 chassis cabs, that Ford sells as incomplete vehicles that have no bed body and have not entered into their final stage of manufacture. Therefore, for EPA emissions certification purposes, the emissions for these engines are dyno certified only, because the ultimate characteristics of the final vehicle are unknown and not determinable by Ford.
Beltramo said that "all dyno certs are almost identical".
THIS is the news... that there will be almost identical characteristics among the dyno cert engines throughout the chassis cab line up. He did NOT say that the chassis cabs (dyno cert) will be identical to the pickups (chassis cert). As specifically stated, the pickups (chassis cert) engines will have "subtle changes" from the chassis cab (dyno cert) engines.
In the last 7.3L (diesel) from 20 years ago, there was a big differences in the dyno certs for F-450/550 chassis cabs (235 hp) versus the dyno cert for the F-650/750 chassis cab (190 hp). In the outgoing 6.8L V10 gas engine that the upcoming 7.3L gas engine will replace, there are again fairly substantial differences between the F-450/550 dyno cert (288 hp) versus the F-650 dyno cert (320 hp).
If one listens carefully to what Joel Beltramo actually said, the difference will be more clear.MikeRP wrote:
I’m thinking 425HP 475 ft-lbs. 2200 rpm on max torque.
Put your numbers in boys and girls.
We’ll see who’s closest. Lol
I'm going to say 476.!
JK!
I'm thinking 485.- I had a 6.2 wasn't enough for me...my Cummins 6.7 awesome...but...I'll be looking hard at the 7.3 for the next one :)
Iraqvet05 wrote:
$4200 option over the 6.2? That's half the cost of a 6.7 option.
$2500? Premium fuel?Iraqvet05 wrote:
$4200 option over the 6.2? That's half the cost of a 6.7 option.
That was just someones guess. Who knows what it it will be. The Ecoboost costs less than half that to add so I'm not sure it will be that expensive.camperdave wrote:
I love that it's an iron blocked pushrod engine, and I'm sure it will be extremely powerful, but it's not even as big as the old 460 Ford used to have.
And what's with the 10 speeds? Is the powerband going to be that narrow?
Why be forced to downshift and go up 2000rpm when you can just go up 1000rpm and do the job?
Plus you can run super low first gears to get rolling and still have good gear spacing and multiple overdrives to choose from.
