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?
2007+ Yukon Denali would be great!
what's wrong with the 2005 Yukon Denali? I might have an opportunity to trade my explorer out for one for a steal of a deal, but I'm not sure how much of an upgrade it would be. Going from my 5 speed to a 4 speed is also a downgrade in my book.
OP, My Explorer is rated at 7K, but I run out of payload at about 5K of travel trailer.
We've been casually looking at the 285BH Layton Javelin, and I noticed on a dealers website they are saying the manufacturer shut down. I'm guessing this is true, anyone have confirmation? If I can find one on a lot I guess I could get a decent price but will be left holding the bag with no warranty correct?
Eh...perhaps it's just me, but I like my vehicles with the original engine. perhaps I'm still just pissed about the cross threaded oil pan drain bolt on my truck, from the last time I had the dealer change the oil. Great reminder of why I do my own mechanic and maintenance work. Luckily I drive a Ford so it's pretty much just oil changes and drive it.
I finally replaced the last 3 of our original 5 tires on my 2007 trailer earlier this year. We lost one original to a blow out about 4 years back, and lost another one to a nail in the tire. The remaining three were still ok but I just decided it was time to replace them all for peace of mind, as we have a few long distance trips coming up.
Trailer tires wear out from age typically long before the tread is gone.
So let me ask you what do you think of Volvo? You guys do know it is now owned by Zhejiang Geely Holding Group a Chinese company right. They now are build very good cars again after Ford all but killed them! I know because we bought my DD a 2001 S-80 that was the biggest pile of junk I have ever owned!
The first generation Volvo S-80 was conceived, designed, engineered, sourced, and built in the mid to late 1990's (introduced in late 1997 for 98). That's BEFORE Ford acquired Volvo in late 1999. But don't let reality get in the way of your imagined timeline, you don't seem to let facts affect your positions any other day.
We had a 2004 Volvo S40 that was a great car for 100K miles, but I know Ford can't take any credit because it was also designed long before Ford owned Volvo.
I'd walk right past the Dodge van's of that era, and look at the Chevy 6.0 since you excluded the Ford. I have no experience with the 5.3 so I can't comment.
I drove 15 passenger versions of the Ford (1999), GM (2004), and Dodge (1996) for several years and the Ford and the GM were in the same category, while the Dodge was simply outclassed.
I would agree that a 3/4 ton would be the way to go for such a big trailer.
For those that are misleading OP by saying that a 1/2 ton and a 3/4 are the same size and drive the same (and fit into parking garages the same) are full of it. Shame on ya.
Research turning radius for your favorite brand .5 ton vs .75 ton and report back.
My daughters 2000 Ford F150 truck headlights go on and off with Ign. off. sometimes after sitting all day, and seams most times at night. You can hear clicking behind dash at radio. Some one said to disconnect bat. ground for a while and re-connect. Did not work. any one have this problem and have any way which it can be repaired. Thanks
My father had this happen on a mid 90's Ford. Turns out a previous owner had an alarm installed, but cut the siren wire and mostly disabled it. Occasionally it would get triggered somehow, and flash the lights. I ended up pulling the rest of the alarm out and trashing it. Problem solved.
That's a lot of trucks, and it sounds like 9 instances of failure reported to date.
No accidents reported, but one injury? How did that happen, someone break an ankle from stomping on the brake pedal too hard? I'd think it'd take a while to replace 270,000 master cylinders, and might take a while to get the parts inventory as well.