I wonder what # video take ended up going to production?

 

That video just demonstrates the advantages of a fully boxed frame vs an open-c frame. Ford did the same thing to Toyota with the F-150. They have stated publicly in the past what the basis of their design choice was. Ford made the decision based on two criteria, ease of up-fitter modification for utility beds, dump bodies etc and allowing Ford to produce the various choices between 3 different cab sizes and two different bed sizes. It was also mentioned that as the load carrying capability of the truck goes up it is more efficient from a strength/weight perspective.

If it bugs you and you have no need to install anything else but the factory bed, go get a GMC/Chevy.

I think for an open-c frame it did pretty well in the test; much less deflection than the Toyota frame in similar testing a few years ago.

 

Technically true, but the DEF fluid does not stay frozen for long because the system has heaters in the tank and line. The DEF is quickly thawed regardless of outside temperature so it can be used as soon as possible. The tank is freeze tolerant. When the truck is turned off, the DEF is quickly pumped out of the lines back into the tank.

A "deal" was made between the auto manufacturers and the EPA giving the manufacturers a grace period after starting the truck to thaw out the DEF before use. During the grace period, NOX emissions are not controlled or monitored.

Carl

 

I know about the heater but how long does it take for this heater to thaw up to 5 gal of DEF in -50 temps after truck being outside?
Living in AL I have zero experience with frozen DEF so far.

 

I believe cummins & international were very against DEF around 2010, and pro "massive egr".
I'm pretty sure the 6.4 that international uses currently runs without DEF, but they switched to a CGI block.

I just checked, and yes they switched to a CGI block in 2010.
I wonder who will be the 1st to track down a CGI block and toss it in a SD and mod the hell out of it, could be interesting.

 

It doesn't melt the whole 5 gallons immediately. It melts a small "pool" right next to the pickup tube, which can be consumed within a few minutes. Over time, more and more of the ice melts until after maybe a few hours, the whole tankfull is in the liquid state.

 

Good to know.
Is there an additional sensor that detects this small pool of liquid and know it's enough to operate with a heavy load?
From other discussions, the tank only reports full, below half and at some point decides when to count town from 800 miles.
This is why those who are low continue to count down from 800 after adding a 2.5 gal jug because that 2.5 gal didn't reset the full sensor.

 

Are you suggesting some relationship between use of a compacted graphite iron block and the use of selective catalytic reduction for reduction of Nox? The two are totally unrelated - the CGI block simply allows for a lighter stiffer block thus allowing weight reduction and increased fuel economy and payload capacity (the 6.7 is CGI)

 

I read it as him being interested in how much nitrous or propane could be injected in such a strong block. Probably looking at well over 1200 bhp.

 

I think I will just stay of those ramps!!

 

I never found DEF to be a problem. I had mine for 6k miles and never once had to add any.

 

Since we are resurrecting a 3 year old thread, how bout this frame twisting. Spoiler alert.... our brand looses the test....

 

They (Ford) changed the message to appear at 500 miles to empty for MY2015, just got my first today, off to O'reilly's for a couple of jugs. of juice.
Chuck

 

I did a lot of back country driving over the years in the Canadian Rockies on old mining roads and exploration trails. Never bent anything serious. twisted up a few exhaust systems, tore off some mirrors, tire damage, but nothing bent. you have to design the conditions and loading to fail or in the real world drive to a ridiculous extreme.

as for the issue being raised about DEF (may apologies if this is thread hijacking) ford 6.7's run all over northern Canada and the arctic in -40 and worse with no issue about frozen DEF. Only problem I had with mine was a failed tank and hose heater (i think a ford product weak part), but the truck still ran as long as i needed it and till i could get repairs. honestly think any fuss over frozen DEF is an over blown non-issue. I think the motor company took care to have this design work in the north, even with a failed heater. If you stall a vehicle in the arctic by design that would be pretty close to a death sentence in some areas. not many cell towers in the north.