It hurts it big time, because the ones I see with the big stacks are blowing black smoke all the time even in town between traffic lights and he will be the same guy claiming 30 mpg while pulling 30,000 lbs at 70 mph. LOL
Hey I worked with that guy about 10 years ago. His 05 Dodge Cummins never dipped below 28MPG, no matter what he was pulling. And he drove like a bat out of hell.
When I was younger, I was swapping my street tires for my super swamper tires on my off road truck for a trip to the beach. A female friend of mine stopped by while I was working and distracted me. About 100 miles later, I noticed looseness in the rear end. When I stopped all 5 lugs had backed off about 1/4 inch on my passenger rear wheel. Scary indeed.
That kinda makes you ask why are they buying engines when they have their own in house small diesel??? Must be they don't have any confidence in their baby diesels? Remember boys, that is what some of you say is why Chrysler buys engines from Cummins right? Looks like the crows are coming home to roost for some of you guys.
Uhmm, the 3.0L Land Rover diesel is a Ford engine.
Ford AJD-V6/PSA DT17
I think you got as much hatred for Ford as Fish does for Ram/Cummins. Even worse is I think you have disdain for Ford owners. Why? What is the point in not liking someone just because of what they prefer to drive? Life is too short for that nonsense.
Don had a bad run of Ford's back >two decades ago, therefore, all Fords are ****. He seems to think anyone who owns a Ford willingly is suffering the same reliability issues he did back then. Oh, and all reported reliability statistics of Manufacturers are lies. At least that is what I have gleaned from reading posts over the years.
We are noobs to buying and owning TTs but we are learning. What continues to confuse us is the advice/research into what exactly is our max trailer capacity for pulling. What size trailer can we get. If I read the black and white numbers then it looks really good for us. But when I do deeper research including older posts on this board, I get really confused as I am not sure what we truly can and can't do.
Here is what we have for a TV:
2012 Expedition EL Limited (5.4L V8 and 3.73 Axel) with HD towing package (Trans cooler, Trailer brakes, class IV hitch).
The numbers Ford gives:
Max Trailer size of 8,700#s.
Max tongue load of 890#s
Other numbers I have found:
Curb Weight: 5781#s
As an example TT, here are the specs on one we like the most so far.
Hitch Weight 639#s
Full length 33'5"
On the surface we look fine and should be able to pull it considering we are 1100#s under the max rating for our TV.
But if I do the math (I believe correctly...)
Curb weight + Max Payload + Trailer GVWR + Hitch Weight = 15,610#s
This means my GCW is over the GCWR rating if I was to fully load the TT and TV down. Does this then mean that I should avoid the TT and look for something smaller? Or since this is the extreme high end that I am ok?
The other concern I have is the tongue. If I again do the math, according to Ford I should be 10-15% of loaded trailer weight.
So calculating that it would be 760(10%)- 1140#s(15%). It will obviously exceed the rating of the tongue then at about 11%. So how do I interpret this? If I would go by the percents then I would be looking for a TT under 6000#s to accommodate the 15%. Why does the vehicle even get a 8700# rating. Confusing....
Are there other concerns I may be overlooking? Perhaps I missed something in my calculations and it is better than it looks?
Your tongue weight will be the concern as you have said. As to why the vehicle gets a 8700# rating? Because not all trailers=travel trailers. Boats are routinely happy with 10% tongue weight, but campers certainly won't be.
Travel trailers are the most difficult type of trailer to pull. Keep this in mind when you consider exceeding the ratings of the TV.
Met a couple towing around a 26 - 28 foot Arctic Fox through the mountains of western Canada with an EcoD. They were happy with the performance.
They were probably retired and weren't in a hurry.
I kid, I kid.;)
Too many gears for a pickup.
$65,000!!!!!!!! Holy Carp!!!!!
I know, right?
I can't even stomach that much for a new loaded to the nines HD diesel and yet they can sell half tons for that much?
I must be fell asleep one too many times in marketing class. Particularly during the sell ice to an Eskimo lecture!
People love buying their status indicators. Never mind you can buy the 1/2 ton with the same capabilities for 45K. But if you need steps that fold up and a seat that massages your rear, it is available but you gotta pay the man.
I have been a fan of Chevy all my life and had good luck. After this 03 2500hd I am ready to jump ship. I have had driveline problems for 6 months and some were my fault and some may be the shops problem. I have had a vibration that I can't find. I have done all the brakes, U-joints,transmission, transfer case, drive shaft balanced and still have the vibration. Now I crawl under the truck and grab the front yoke of the rear drive shaft and can move it up and down. When I do it I can hear a clunk in the transfer case. It doesn't end there either. My instrument cluster is on the fritz again after being replaced once under warranty. Also my service 4wd keeps showing up. This truck is by far the worst vehicle I have ever owned. I can't affor a new one yet, but when I can Ford may very well get my money.
I can't comment on the driveline issue, but the instrument cluster issues are very common and well known. My neighbor has an 03 1500HD, and he hired a guy who makes his living going around and reworking mostly GM pickup clusters on site work. It was his second go around as well. Hope you get it resolved.
I hope that motor and mods add some significant weight, and you beef the hell out of that frame. I imagine a '56 (a friend has one he is restoring) weighed about 3K lbs. soaking wet. My fathers '14 Ford Focus weighs that, it's really easy to get pushed around in the wind without a big trailer attached.
Early super dutys are super easy to break into and more importantly the only trucks I think that weren't chipped keys in the early 2000s.
Could start my 03 with a screwdriver after jimmy ing in with a coat hanger in about 30 sec. When it was stolen I had to jam a new screwdriver in the ignition when I recovered it. They took theirs and all mine in the tool box lol. I used to leave a coat hanger in the back for when I locked my keys in rather than a hidden spare key
Not sure what year ford finally chipped the ignition keys on the super dutys.
2008. That is why the 2007 and earlier Superduty is so popular to steal. Here in Texas, police say the stolen trucks get taken over the border into Mexico. Ford made a whole bunch of the 1999 to 2007 Superduty trucks, so they are everywhere.
Blowing a sprag is a low occurrence failure. Even in drag racing. I would have updated to a sprag with more elements but that's water under the bridge now.
What blows then when we race is getting off the gas really quickly when you are under power in low gear. The sprag has to hold all of the torque the engine can put out and then some if you get on and off of the gas real quickly.
I seriously doubt you will have any more problems. That tranny is a tough unit and can hold a lot of power.
It's why we race with a manual tranny, they hold up to endurance use with fewer issues. Too bad they are all but completely obsolete these days.
I'm still enjoying my 2002 Explorer with the 2 valve version of the 4.6 and the 5 speed automatic. I've towed probably 15K miles with it, and I'm impressed how well it has held up. I keep my eye out for newer tow vehicles, but until the wife is done with NP school, we're gonna keep what we got. Best of luck to you.
From my experiance diesel in a gas truck or gas in a diesel doesn't just kill the truck or cost thousands to fix like auto dealers like you to believe. Out of probably a dozen pickups that have had the wrong fuel put in them all I have ever had done was draining the fuel tank of the wrong fuel and refilling with the right fuel. If the mistake was caught after only pumping a few gallons the tank is just filled the rest of the way with the right fuel and kept full for a few 1000 miles to dilute the wrong fuel as much as possible.
I deal with this at least once a summer.
We used to get these at the Ford dealership simi frequently. Seems like they were mostly company vans/trucks. The thing that sucked was the 40 gallon tank would be full of the wrong stuff, so you had to find a place to store 40 gallons of contaminated fuel, then pull the tank and clean. Never did any damage that I can remember, but those were the 7.3/6.0 diesel days, long before the sensitive Bosch fuel pump.
I'm just gonna say that Ford has got to be a bit irritated at the demand for smaller trucks. I seem to remember Ford mouthpiece saying something along the lines of F-150 is a suitable replacement for the Ranger... The rate that GM is bringing in buyers from other brands for the Colorado/Canyon is alone enough to consider the twins a success.
I had a locker in the the front end of my mud toy, and it made it incredible off road, but on roadways when I wanted 4x4 on, I'd just leave one front hub unlocked so it would still turn.
With modern 4x4 systems that don't have selectable hubs, I'd only consider an air locker in the front end, but be certain you don't ever use it on the road or any high speeds, as it can significantly affect your ability to turn.
What, no stab at GM? There's plenty of material ya know.
The amount of recalls they had that one year or 18 month period?
The amount of money in bailout funds that was "forgiven" or paid back with other bailout money?
The amount of brands selling the same exact product with a different name?
BOOM, I'm out...
The amount of people that kept their jobs, houses, autos, etc. Priceless.
And the bond holders who got .30 cents on the dollar years later. Priceless?
First and the last time!...
I count this as your fifth post on the subject of the accounting irregularities. Is math a problem at FCA?
Sorry that fruit was just hanging low and irresistible. :W
PS. my next truck will probably be a Ram, maybe I can buy a U.S. truck and pay with Canadian $ at 1:1? :B Don't fire those accountants yet.
Math that is irregular in this world:
#1 Hillary's email count that was on a personal server.
#2 A woman's age.
#3 The amount of Ram trucks that has been sold.
#4 Horse power rating of the 6.7 Powerstroke.
#5 Fuel mileage figures.
#6 The length and weight of fish caught.
:B :B :B
What, no stab at GM? There's plenty of material ya know.
So we have one poster with a ram in his sig and the FCA truck guys circling the wagons fast? You funny. I talked with the owner of the dealership I go to and he said that it's just a dealer disgruntled about something FCA did.
As for the DOJ finding any facts LOL they couldn't find their ASS with both hands and a road map!
The dealer you spoke with may or may not have a clue and may or may not be interested in being quoted by a random FCA employee. Considering that the FBI is involved and has already conducted raids at FCA employee locations, one would think it might be a little more than some "disgruntled" dealer.
I'm no anti FCA guy, but I tend to agree with JALLEN, there might be something to this. Best to let the investigation play out before crucifying FCA or dismissing the accusations.
The investigation is supposedly driven more from the 75 months of year over year sales gains, which is a record for any car company from what I read. Add that in with dealers reporting fraud to the justice department, I guess they felt they had to investigate.
Actually, a rogue dealer or two with a grudge is making the claim. FCA is fully cooperating with the investigation.
In the automotive world, a manufacturer reports what the assembly plant made. Once a vehicle rolls off the line, it is considered sold to a dealer, none of them track retail sales.
They better cross their fingers and hope nobody was playing a numbers game since they are a public company looking to merge.
Uh, are you sure?
Honda Ridgeline reported sales (of one or two trucks) a year after production shut down. How is that the case if they report sales the month the vehicle rolls off the assembly line?
Two trucks are going to tow trailers up the infamous Grapevine in California.
Truck 1 is a 1995 Peterbilt 379 tandem axle tractor with a Detroit Diesel Series 60 12.7l inline-6 turbo diesel engine and Eaton 13 speed manual. The engine will be the early 350 model, which makes 350 hp at 1800 rpm and 1350 lb-ft at 1200 rpm, which is the lowest horsepower rating this engine was available with for on-highway truck use.
Truck 2 is a 2016 F150 with an EcoBoost 3.5l V6 turbo gas engine and Torqshift 6 speed auto, with HD Payload and Max Tow option packages. This engine makes 365 hp at 5000 rpm and 420 lb-ft at 2500 rpm.
Both trucks will tow a total combined weight (weight of truck, trailer and cargo together) of 40,000 lbs up the hill. The trailer will be a flat bed triple spread axle semi trailer. The cargo load will be pallets of concrete building block.
Because the Peterbilt tractor weighs about 20,000 lbs, the trailer will be loaded to 20,000 lbs gross (weight of trailer and cargo together). The total 40,000 lbs combined weight is a very light load for this truck. 20,000 is a very light load for the trailer as well.
The F150 will tow the same trailer, but will pull it using a common single axle dolly (converter gear), typically used in commercial double trailer towing, so that, together with the spread axle design of the trailer, the tongue weight will be manageable for the F150. The F150 weighs about 5,000 lbs, so the dolly and trailer combination will be loaded to 35,000 lbs, to make the total combined weight = 40,000 lbs.
The dolly/trailer air brake system will be operated by an electric over air controller installed into the F150. Air will be supplied by a self powered air compressor, which will stay running during the test, loaded as cargo on the trailer.
The F150's mighty EcoBoost engine has slightly more horsepower than the Peterbilt's Detroit Diesel (365 vs 350), but the Detroit has a bit more than 3 times the torque output (420 vs 1350).
Because the F150 lacks low enough transmission gearing to get the load moving from a dead stop, the Peterbilt will tow the F150 and trailer, by chain, starting on the flat before the bottom of the grade, until the F150 is moving at 55 mph. A remote operated disconnect hook will release the chain from the F150, so it can go on it's own way up the hill on it's own power.
The Peterbilt will begin it's test while already moving at 55 mph at the bottom of the grade, to be fair to both trucks.
The Peterbilt will run 3.90 axle gearing with it's 11R-22.5 tires (42" dia), while the F150 will run 3.73 axle gearing with it's factory tire size, which is about 31" dia. For the axle/tire gearing to be fair, the Peterbilt would have to run 5.05 axle gearing, due it's much taller tires. The F150 has the clear overall axle/tire gearing advantage over the Peterbilt, when both transmissions are in direct 1:1 gear. Drivers of both trucks can use whatever transmission gears they wish while climbing the grade.
What does everyone think will be the results of this test?
Are you serious?