the closer to the cylinder you can inject the fuel, the more control you have over getting it there....mazda's have been using direct injection on their gas motors for a while now...
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2007 Lariat screw - tri coat met - chrome package - Black leather captains chairs - sunroof - audiophile
The ecoboost will be a 3.5L V-6 that produces around 340 hp and 350 ft lbs. at like 1500 rpms. is what I have heard. So that would be V-8 power with V-6 fuel economy. There is also going to be a 2.0L version that produces like 275 hp and 280 ft. lbs. so big v-6, small v-8 power with 4 cylinder fuel economy.
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Jake
Mine: 1994 F-150 4x4 Supercab, 351, E4OD, Light Santa Fe Clearcoat/Medium Polomino Accent 155,000 miles
Dad's: 2004 Expedition Eddie Bauer White/Gold 4x2 Every option except Nav 52,000 miles
Mom's: 2001 Focus SE Sport, 2.0L Zetec Fort Knox Gold 131,000 miles
Maybe, but diesels are actually MOST efficient at idle up to mid power output because the intake is open at all times (this ofcourse assumes no emission controls). Gas engines are the least efficient at idle because of all the vacuum they are pulling to maintain the ideal mixture ratio. Cylinder deactivation is really just a way of keeping the throttle more open with less fuel flowing without throwing the mixture off and causing detonation.
Diesels bypass that problem and thats why I feel it is a superior engine design. Building a diesel (or maybe multi-fuel) engine that runs unthrottled and can swallow a surplus of air without self destructing sounds like the next logical step in the evolution of the internal combustion engine, its about time. Such an engine actually required less sohpisticated systems to manage normal operation because of the extra air that is ingested results in a more complete burn. Nox emissions are a problem though.
Although, we are still probably only going to see 30-40% efficiency at the crank, but from 25% that is still a big improvement.
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1986 F250HD Ex cab Fresh built up 6.9L diesel Lariat AC leather seats power everything w/full cluster, sterling rear 3.08LS gears, E4OD trans, ram intake ATS 088 turbo
1986 F150 Ex cab Lariat rollercam 5.0L on LPG AOD trans 3.55 gears 390 000Ks
As long as you can still put between 1000 - 1500 lbs in the bed then I vote for mileage. 0 - 60 in 20 seconds would be OK if I could get over 25 MPG. If that's an option I'll take 6 tomorrow.
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Chris
2002 F350 6-speed 444 CID. XLT, Heated Seat, 255,000 & counting. 6637 w/ Pete's armor. Cold air set up for 6637
“Good judgment comes from experience, and a lot of that comes from bad judgment.” Will Rogers
I see the Focus comment a lot when dealing with mileage comments. If anyone can show me a focus that will carry 1,000 lbs of tools & equipment, hold a couple of 40' ladders, and pull 4k or 5k trailers on a daily basis I will replace my fleet tomorrow. Maybe the Fusion can replace my 350's and I could swap the 450's for that 500 model
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Chris
2002 F350 6-speed 444 CID. XLT, Heated Seat, 255,000 & counting. 6637 w/ Pete's armor. Cold air set up for 6637
“Good judgment comes from experience, and a lot of that comes from bad judgment.” Will Rogers
Exactly. I am realistic. I don't expect 35mpg from a 6000lb vehicle!!!!
However, that's part of the problem isn't it?
Why does a light duty pick up need to weigh 6,000lbs?
If they could drop the weight by 20% and up the economy by 20%, it would be a step in the right direction. You'd still have the same load carrying capabilities, just the GVWR would decrease. (Which would also help decrease licensing costs, at least where I am.)
The lighter weight would also help with performance for those that want race trucks.
However, that's part of the problem isn't it?
Why does a light duty pick up need to weigh 6,000lbs?
If they could drop the weight by 20% and up the economy by 20%, it would be a step in the right direction. You'd still have the same load carrying capabilities, just the GVWR would decrease. (Which would also help decrease licensing costs, at least where I am.)
The lighter weight would also help with performance for those that want race trucks.
It's not the weight, it's the power and acceleration. Drive your truck like you stole it for one tank, then drive like a grandpa on the next tank. Pretty big difference in fuel economy. Powertrain design is the same way. You can design it for 20% better fuel economy but it will cost you in performance. That's the whole purpose of the poll. Which would you choose?
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Chris
2002 F350 6-speed 444 CID. XLT, Heated Seat, 255,000 & counting. 6637 w/ Pete's armor. Cold air set up for 6637
“Good judgment comes from experience, and a lot of that comes from bad judgment.” Will Rogers
However, that's part of the problem isn't it?
Why does a light duty pick up need to weigh 6,000lbs?
If they could drop the weight by 20% and up the economy by 20%, it would be a step in the right direction. You'd still have the same load carrying capabilities, just the GVWR would decrease. (Which would also help decrease licensing costs, at least where I am.)
The lighter weight would also help with performance for those that want race trucks.
I agree. My 77 that I had with a 460/C6 standard cab w/8ft bed weighed 4480#
My 01 Supercab with power everything but seats, 5.4L auto 4x4 weighs about 5200#. The new ones are bigger and I'm sure are pushing close to 6K.
A weight reduction is needed. A 1/2 ton doesn't need to tow like a SuperDuty. I feel the 8000# is plenty of towing for a 1/2 ton.
Mine is rated @ 7400# and I have no problem with that.
However, that's part of the problem isn't it?
Why does a light duty pick up need to weigh 6,000lbs?
It doesn't.. but good luck finding a 2wd regular cab 1-ton diesel with a bench seat and manual everything on dealer parking lot. They don't stock them because there's no profit in it, and people wouldn't buy them anyway.. they would rather have a Lincoln Navigator with a 5ft box even though there's only 1 person in the truck 99% of the time, they have little or no need for 4wd, and all the gadgets are just for bragging rights. People can have the milage and performance they want if they are more realistic about what's really needed in a "work truck".
Remember that that a 10% reduction in weight means 7% better fuel economy, and 10% lower ET. Or 10% less weight is the same as 10% more horsepower. Ford doesn't need bigger engines, it needs lighter trucks!
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Lariat AC leather seats power everything w/full cluster, sterling rear 3.08LS gears, E4OD trans, ram intake ATS 088 turbo
) engine that runs unthrottled and can swallow a surplus of air without self destructing sounds like the next logical step in the evolution of the internal combustion engine, its about time. Such an engine actually required less sohpisticated systems to manage normal operation because of the extra air that is ingested results in a more complete burn. Nox emissions are a problem though.
