โJan-08-2018 08:36 AM
โJan-10-2018 04:56 PM
Turtle n Peeps wrote:
So Wards takes a car or truck or whatever and drives it 500 miles and they can say if it's a good engine or a bad engine? :h
Wow, these guys are GOOD! :B
I still haven't decided if my Dmax is any good and it's got over a 100K on it.
Look at Wards #4 pick here. Oops; dang I hate when that happens! :B
โJan-10-2018 08:29 AM
Turtle n Peeps wrote:
So Wards takes a car or truck or whatever and drives it 500 miles and they can say if it's a good engine or a bad engine? :h
Wow, these guys are GOOD! :B
I still haven't decided if my Dmax is any good and it's got over a 100K on it.
Look at Wards #4 pick here. Oops; dang I hate when that happens! :B
โJan-09-2018 03:34 AM
Turtle n Peeps wrote:
So Wards takes a car or truck or whatever and drives it 500 miles and they can say if it's a good engine or a bad engine? :h
Wow, these guys are GOOD! :B
I still haven't decided if my Dmax is any good and it's got over a 100K on it.
Look at Wards #4 pick here. Oops; dang I hate when that happens! :B
โJan-09-2018 03:29 AM
BenK wrote:
Me to...am a big block fan, but know am in the minority that is shrinking...
It boils down to PSI on the piston top for any ICE
Small displacement crammed with big block amounts of air and fuel behaves like a big block, as the PSI force to the crank is in the same ball park as a big block. Know folks don't understand why their tiny displacement gets similar/same MPG towing same/similar trailer as a big V8...telling that they don't understand this crammed amount of fuel/air into a small cylinder thing...
Issues 'have been' blowing holes in the pistons, bending connecting rods, bending cranks, wearing out crank journals, blowing holes in cylinder walls and the biggie...keeping a small surface area block/head cool while producing big block amounts of power.
There just isn't enough surface area on these small displacement ICE's to manage the amounts of heat...unless expensive to design, test and build measures are taken
Part of the why there is a engine oil spray inside the block jetting to the bottom of the piston/rod/crank. Would assume the journal bearing dia & width is in the order of a big block's...and bet even larger, as that amount of power is spread over 4 journals or 6 journals vs 8 journals.
Minor stuff that will kill these small displacement ICE's quickly is engine oil PSI/GPH. If the oil film is lost and the journals go metal to metal too often...catastrophic failure very soon... A misfire one time too many on these small displacement with big block amounts of fuel/air can destroy itself in a hurry. Betcha they go into any of the levels of limp mode more easily/often than my big block
Duty cycle rating for towing heavy is way different than when using the same TV as a 'car'. Folks who compare racing vs towing miss that point and/or do NOT understand duty cycle rating
Still waiting for the used and rebuild market reports. As how much is left to rebuild is still a big question to me
โJan-08-2018 10:05 PM
โJan-08-2018 08:50 PM
โJan-08-2018 05:39 PM
โJan-08-2018 04:05 PM
demiles wrote:spoon059 wrote:
I was a fan of the Ecoboost when it came out, even though I haven't owned one. I might be getting an Ecoboost Interceptor sedan in the next week or two at work though.
My camper takes me out of half ton range though, so I'll be interested if/when Ford gets comfortable putting these in 3/4 ton trucks, even if that means a slightly reduced tow rating.
Ram offered the 5.7 engine in the 3/4 ton truck, with a slightly lower payload and a slightly lower tow rating than the 6.4 or 6.7 engines. Same frame, I would expect same or similar axles and brakes. If Ford offered a 3/4 ton with 2500 lbs payload and 13,000 lbs towing with the Ecoboost engine, that could sell a bunch. People that don't like loading a F150 up that high and like the "overbuilt" design of the 3/4 ton, but want lower torque than the 6.2 gas without paying the premium for the 6.7 diesel.
Again, it comes down to cost. If Ford could offer the Ecoboost in a 3/4 ton for a good amount cheaper than a diesel, I think they would sell.
Diesel engines and NA PI higher displacement engines still have the advantage in fuel consumption in HD trucks at GVWR and GCWR. Downsized GTDI engines have to run rich to control heat and until fuel quality and technology allows them to run lean DI with higher compression ratios you probably never will. Some believe these small engines have about run theyโre course and to meet up coming EPA requirements alternative fuel hybrid power is where the trends are pointing.
โJan-08-2018 04:03 PM
tragusa3 wrote:
I've got 65k on mine with about 30k of it towing. No problems.
I looked on AutoTrader a year ago and saw a few examples of the 3.5 with 200k on them and a dozen or more over 150k. No way to tell if they towed at all.
โJan-08-2018 03:52 PM
spoon059 wrote:
I was a fan of the Ecoboost when it came out, even though I haven't owned one. I might be getting an Ecoboost Interceptor sedan in the next week or two at work though.
My camper takes me out of half ton range though, so I'll be interested if/when Ford gets comfortable putting these in 3/4 ton trucks, even if that means a slightly reduced tow rating.
Ram offered the 5.7 engine in the 3/4 ton truck, with a slightly lower payload and a slightly lower tow rating than the 6.4 or 6.7 engines. Same frame, I would expect same or similar axles and brakes. If Ford offered a 3/4 ton with 2500 lbs payload and 13,000 lbs towing with the Ecoboost engine, that could sell a bunch. People that don't like loading a F150 up that high and like the "overbuilt" design of the 3/4 ton, but want lower torque than the 6.2 gas without paying the premium for the 6.7 diesel.
Again, it comes down to cost. If Ford could offer the Ecoboost in a 3/4 ton for a good amount cheaper than a diesel, I think they would sell.
โJan-08-2018 02:49 PM
โJan-08-2018 01:49 PM
โJan-08-2018 01:15 PM
โJan-08-2018 09:53 AM