NewsW
US
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Joined: 02/06/2012
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If it lasts 80 or 100k miles and under 5 or 7 years, that is the manufacturer's problem.
They get stuck with the warranty cost.
If it lasts 1 mile or 1 minute past the warranty, that is the operator's problem.
Normally, the safety margin on parts is to have the central tendency of the bell curve 20% or so past the warrantable point, and let the "tail" that creeps in below warranty be paid for out of the reserves.
But 30,000 miles?
That is not so good.
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Jarlaxle
New England
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Joined: 11/18/2006
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SoCalDesertRider wrote:That new 6.2 gas engine Ford offers in their new trucks is looking better and better every day.... 
After the last batch of Ford beta testers...not for a few years! I'll take an F-450 with proven, bulletproof V10 power. Diesel power has jumped the shark.
John and Elizabeth (Liz), with 3 nutty cats
My beloved St. Bernard, Marm, lost him 1/2/12
Current rig:
1992 International Genesis school bus conversion
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RAINEYTXX
Texxxas
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Joined: 01/04/2009
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I guess I need to know the CAUSE first before I speculate . If it was a programming error as evidenced by the recall, I could understand. But, I need to know when it is on my dime. When catalytic converters were introduced, was this type of failure to be expected...we are still using them today...?
Wonder what the retail cost of this is????
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NewsW
US
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Heard it is $2k for the DPF, not counting the SCR catalyst and not counting the sensors, etc.
Expect the SCR to be $1k or thereabouts but probably less than $2k.
So if you had to replace the tailpipe treatment system, $5k is not out of line.
Not so much a programming error as much as programming flaw --- no programmer anticipate every single issue --- and there is a process of look see and go figure.
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RAINEYTXX
Texxxas
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The truck IS getting the whole system. Dealer told me that was the only way they could get it. Sensors transfer from original. Maybe updated parts?
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SoCalDesertRider
SanDiego, CA, USA
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Joined: 12/14/2003
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NewsW wrote:Wait for the 6.2 to be available with Ecoboost. Now that would be truly AWESOME!!! 
05E350 6.0PSD
97F350DRW 7.3PSD 4x4 4.10 11' flatbed
98Ranger
69Bronco ATC250R CR500
20' BigTex flatbed carhauler
Callen Camper
92F350 CrewCab 4x4 351/C6
B&W TurnoverBall, Curt Magnum V
HD Springs Bilsteins,
285/75-16E BFG AT on 16x8 Stocktons
4.56's & LockRite rear
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SoCalDesertRider
SanDiego, CA, USA
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Jarlaxle wrote:SoCalDesertRider wrote:That new 6.2 gas engine Ford offers in their new trucks is looking better and better every day.... After the last batch of Ford beta testers...not for a few years! I'll take an F-450 with proven, bulletproof V10 power. Diesel power has jumped the shark. So far, nobody's been complaining about issues with the 6.2 gas, that I'm aware of, like they have been with the 6.7 diesel.
Yes, the V10 is certainly well proven. A cab/chassis F450/550 with the V10 and 4.88's would be a great pulling machine with years of trouble-free, low cost operation over it's expected lifetime. 
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SoCalDesertRider
SanDiego, CA, USA
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bmanning wrote:SoCalDesertRider wrote:That new 6.2 gas engine Ford offers in their new trucks is looking better and better every day.... Overall I'm a diesel fan but hard not to agree with this statement.
In fact, SoCal wasn't it you that pointed out that if they would offer a 4.88 rear end behind the 6.2L then it would perfectly match the capability of the chassis? I'd agree with that too. The MPG wouldn't be pretty, but I'm betting the 6.2L with the Torqshift-6 and 4.88s would pull the snot out of even the biggest 5ers & toyhaulers. Yes, I believe I said that.
4.88's with the 6.2 would be awesome.
Ford made a good step forward offering 4.30's, should be commended for that, but 4.88 would be a better heavy-load match for the high rpm range of the 6.2 in a dually truck who's main job is to pull, in my opinion.
The double overdrive of the 6-speed tranny can certainly handle the lower (numerically higher) 4.88 axle ratio and still keep the engine cruising at a reasonable rpm at normal highway speeds for acceptable gas mileage when empty, considering the type of truck and intended heavy use.
6.2/4.88 would not be a grocery-getter gas miserly combination for F150's and F250's that spend most of their lives with nothing in the bed and nothing on the hitch, used mostly as commuter or family car vehicles, with only occasional weekend towing use. 6.2/3.73 or 4.30 would be fine for those folks.
Ford should definitely make 6.2/4.88 available for F350's and F450's. I think we will soon see that combination as the standard engine and axle ratio in the F450/550 cab/chassis trucks, once the V10 is phased out. It makes sense to offer it for the F350SRW/DRW/450 pickups and F350SRW/DRW cab/chassis trucks as well.
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RAINEYTXX
Texxxas
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Wondering if a f450 would be a better set up. Powertrain wise, it would only have a different rear differential. Would that save the DPF from an early demise? Thoughts?
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NewsW
US
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Joined: 02/06/2012
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RAINEYTXX wrote:Wondering if a f450 would be a better set up. Powertrain wise, it would only have a different rear differential. Would that save the DPF from an early demise? Thoughts?
F450 is a derated 6.7 engine.
Quote:Engine - 6.7L V8 Turbo Diesel engine
660 lb.-ft. of torque and 300 horsepower.
http://www.ford.com/commercial-trucks/chassis-cab/trim-fleet/?trim=f450xl#categoryPower_and_Handling
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