You’ve asked and we’ve heard, let’s talk Super Duty. Send us your questions for the Engineers around engine types for the Super Duty line.

Also the Engineers are still working out the finer points for the 2017 Super Duty so please save those questions for when they’re ready to discuss them.

 

When looking at the new gas motors that we have now and knowing that oil is the life blood of any motor and understanding that motors and oil have changed greatly from when I rebuilt the 1960 318 Dodge motor in my first car. Back then in northern Minnesota we used 5 weight oil in the middle of winter for oil flow but then we also had to worry about oil dilution from gas getting past rings from the motor running with the choke on, today with EFI and computer controlled motors dilution has been all but eliminated but with overhead cams that use the aluminum heads for bearings getting oil to them as fast as possible is critical so I understand the need for the 5W lower weight oil that Ford recommends.

In today's world with the improved oils and tighter engine tolerances I can see the use of a lower viscosity oil like 5W-20 for oil flow instead of the 10W-40 we used to use. Back when I used 10W-40 oil I would have my crankshafts polished to a mirror finish and use a high volume oil pump to keep things lubed with a tighter bearing clearance, I never had a bearing failure in any motor I built this way running 10w-40 oil.

For the 2016 model year Ford is starting to get away from 5W-20 and going to 5W-30 oil, has there been some changes in the gas motors to warrant this? If not can I change to 5W-30 for some possible longevity or durability gains from my 6.2 used under heavy service, I use my truck to pull a RV 80% of the miles driven. I already change my oil at 5000 miles instead of the recommended 7500 miles because of the way I use it. I have no problem staying with 5W-20 in my F150 that only pulls its own weight 95% of the time, my question is for a motor used for heavy service and never in cold climates.

I also don't want to affect my extended Ford warranty be changing to 5W-30 oil in the future. I also have it changed at Ford dealership with Quick Lanes when on the road so will they use 5W-30 oil if I ask for it.

I have a very good understanding of bearing clearances, oil viscosity and flow so I just need a short answer if I can change to 5W-30 from 5W-20 in my 6.2 without jeopardising my warranty, I'm sure it won't hurt my motor but may give some longevity and durability.

Denny

 

What is the reasoning behind not providing OCR (Operator Commanded Regen) on the non Chassis Cab models? I'd swear that the truck just knows when I'm a block from home and begins a regen .

 

Thanks Denny and Herman for the questions, we'll see what the engineers have to say.

 

I am curious as to why Ford dropped the double-compressor wheel turbocharger? Will Ford investigate using this technology again in the future?

 

Questions re: 2016 (current year) engine types for the Super Duty line.


6.7L POWERSTROKE

In 2014, on the inaugural "Ask the Engineers" Q&A on FTE, Ford engineers discussed how the 6.7L diesel in the Super Duty line of chassis cabs was "Dyno Certified," to explain the lower 300 HP and 660 TQ ratings.

Q1. The 2016 6.7L PSD in the F-650/750 Super Duty is available in 270 HP/ 675 TQ, 300 HP / 700 TQ, and 330 HP / 725 TQ ratings. As chassis cabs, are these ratings also "Dyno Certified"?



The warranty on the 6.7L PSD in the F-650/750 Super Duty is 250,000 miles, whereas the warranty on the 6.7L PSD in the F-450/550 is only 100,000 miles. Assuming that all the chassis cab engines are Dyno Cert, it looks like Ford is offering 2.5 times the mileage warranty on an engine that has 125 more ft lbs of torque that is fitted to vehicles having more than 2 times the GVWR, and that, in addition to the accessory drive load of two alternators, also drives the load of a big Bendix 550 air compressor on air brake applications.


Q2. What is different about the higher rated, harder working 6.7L PSD that has the 250K mile warranty... over the 6.7L PSD that isn't rated as high, doesn't have to work as hard, and only has a 100K mile warranty?

(Please answer from a powertrain and parts engineering perspective. We already realize that marketing and other corporate business considerations factor into setting warranties for products.)


The 6.7L engine warranties for the entire Super Duty line, from F-250-750, all exclude the "fuel lines" and the "fuel tank" from coverage. However, the F-650/750 engine warranty specifically identifies and INCLUDES the Diesel Fuel Conditioning Module ("DFCM low pressure lift pump and filter assembly, high pressure lines and selector valve on dual tank configuration") in the 250K coverage.

By contrast, the engine warranty for the F-250/350/450/550 specifically describes and EXCLUDES the "frame mounted fuel conditioning module sometimes referred to as the frame mounted pump/filter/water separator or frame mounted fuel filter/water separator" from warranty coverage.


Q3. What is different about the DFCM in the F-650/750 application that makes it durable enough for Ford to give it a 5 year, 250,000 mile extended warranty... over the DFCM in the F-250/350/450/550 that Ford does not extend any warranty coverage for?



6.8L V10 TRITON

The torque rating in the V10 for the F-450/550 is, at 457 TQ, only 3 ft lbs short of the 460 TQ rating of the same engine in the F-650/750. Yet the powertrain warranty on this engine is more than 4 times less in the F-450/550, at only 60,000 miles, whereas in the F-650/750, the warranty is 250,000 miles on the same motor.

Q4. What is different about the 6.8L V10 that gives Ford the confidence to offer a 250K mile warranty in the F-650/750 application, that is not present in the F-450/550 6.8L V10 that only has a 60K mile warranty?

(Since gaseous fuel prep package with hardened valves and seats is offered on both versions of the 6.8L in the Super Duty line, please fairly compare the differences in engines gaseous to gaseous or gas to gas. As with the 6.7 above, the interest here is what engineering (not marketing) differences exist between the 6.8L with the extra long warranty, versus the 6.8L with the short warranty. Since both models compared are chassis cabs, it is assumed that the HP and TQ ratings of the V10s compared are all "Dyno Cert", but please advise if this is not the case.)



6R140 TORQSHIFT


Although not an engine per se, the 6R140 TorqShift transmission is intrinsically part of the powertrain, controlled by the PCM, inseparable from the engine, included as part of the emissions strategy, and is the only transmission available for both engines... so I hope you don't mind a couple of related questions about this transmission as part of the Super Duty powertrain discussion.

As with the 6.8L V10, Ford offers a 250,000 mile warranty on the 6R140 transmission in the F-650/750 Super Duty, that covers "the transmission (including all internal parts), seals and gaskets, the torque converter and transmission case," whereas with the 6R140 in the F-450/550 Super Duty Ford only offers a 60,000 mile warranty on the same components.

However, unlike in the cases of engines above, with the transmission, Ford at least taunts buyers with a vague hint as to what might be different in the case of the 6R140, where Ford states:

Quote:

Originally Posted by Ford Fleet

6-Speed TorqShift Trans Commercial Duty Upgrades

Q5. What are the "commercial duty upgrades" made to the 6R140 that has the 250K mile warranty? In other words, what is different about it over the 6R140 in the F-350/450/550? What parts were "upgraded"?


Q6. If the 6R140 hardware was validated for 350K miles usage at 725 ft lbs at 50,000 lbs GCWR in the F-650/750 application, then what was the 6R140 transmission validated for in the F-350/450/550 applications?

 

The 6.2L engine switched from 5W-20 to 5W-30 oil for the 2016MY to improve high mileage durability in the heavy duty pickup application. Use of 5W-30 oil in past model 6.2L Super Duty trucks is fine and should not negatively impact vehicle function however, the warranty would be affected. If we provide a recommended oil we have tested it to meet all climates and conditions for our engine. If the customer decides to deviate from our Owner Guide they will void their warranty.

 

Thanks for your inquiry on Operator Commanded Regeneration. We know this is an important feature for many commercial, fleet and work applications. I’m happy to say in addition to making it available on chassis cabs, we also offer this feature on XL and XLT pickups equipped with the 6.7L Power Stroke engine.

 

Don't mean to be confrontational, but what kind of answer is this?

The Magnusson-Moss Warranty Act states that service with non-OEM recommended parts and service can't void your warranty unless it causes the failure. Your "engineers" are saying that it shouldn't cause any issues but it would void the warranty? Isn't that a contradiction?

 

Just put out a TSB saying 5w-30 is ok in the older model 6.2 and be done with it....not so hard

 

No answer noted.

 

Are you serious?? That makes absolutely no sense? 5w 30 will make my engine last longer but I can't use it for warranty reasons??

 

I just assumed that they mean they can recommend a longer OCI with 5w30, not that it protects better over the current OCI.
Longer oil change interval is important for fleet customers, because it directly relates to total cost of ownership, which is often a top consideration for tenders.

Seems like most of the guys who mention OCI on this forum are changing early anyway.

 

i'm looking at a 2005 f 350 4x4 ,with the v 10 it has 196,000 miles . how are these engines with a auto trans. what should i look for
i had a 2001 v 10 ran good, but it had 100,000

 

Hi John,
That's a good question but not particularly one for the engineers. Check out the Super Duty section.