2020 revealed!
Mountain Pass
Joined: Mar 2017
Posts: 211
Likes: 63
I had hard time following you, The transmission in the F150 is not the same tranny coming in the F350 SD truck. The beauty of 10 speed will keep the new 6.7 in the sweet spot....I hope it changes gears often just for that reason. Finally, controlling EGTs will be much easier , there’s always a waiting gear to lower the temp. Pulling a heavy load just got easier.
More Turbo
Joined: Jun 2018
Posts: 715
Likes: 11
From: Nevada
Yes pulling a heavy load will be easier. You are right, I jest felt it was too busy and that I preferred the 6 speed. Without a doubt from a performance standpoint while towing the 10 speed will allow the engine to operate in the sweet spot as you say. The 6.7 and 6 speed is overkill for my 10k trailer so I’m good with it.
Should you start towing heavy 5th wheels the 10 speed would be worth it. I’m seeing plenty of these toy haulers with 3 axles 40 feet long, perfect for the new 10 speed.
Fleet Mechanic
Joined: Oct 2004
Posts: 1,394
Likes: 104
From: Southern KS
I think you guys are hopefully optimistic. I had enough data to make and education decision to best suite my needs and wants. 1000bft lbs feels great when you are in the correct rpm band, but don’t think that the shift calibration will be tuned for performance. It will be tuned for emissions, meaning fuel economy and that will
place you below the torque you will want to feel during normal driving. Like I said when you are on it the 10 speed is awesome. I am optimistic they sort out drive-ability as well.
Oh and by the way I am a mechanical engineer in heavy duty diesel engine development by profession. I do understand, just sharing my experience since I have had to opportunity to own and drive a 10speed.
Cargo Master
Joined: Oct 2005
Posts: 2,866
Likes: 515
From: WNY
Or not understanding that a transmission shifting and keeping an engine in the optimal powerband is somehow a bad thing. Same as the guys complaining the 5.0 and 6.2 is screaming when pulling grade. All those components are designed that way by highly qualified engineers... funny keyboard commandos somehow know more than Ford.
Try rereading the post to whom I responded before punching at thin air. I agree with your position that the 10 speed is a positive, and that I’m waiting for it.
For those who moved to buy the 6 speed, congrats on getting the transmission that is right for you.
For those of us who are grasping what benefits await, nothing more needs to be said.
Mountain Pass
Joined: Mar 2017
Posts: 211
Likes: 63
Keyboard commando?
Try rereading the post to whom I responded before punching at thin air. I agree with your position that the 10 speed is a positive, and that I’m waiting for it.
For those who moved to buy the 6 speed, congrats on getting the transmission that is right for you.
For those of us who are grasping what benefits await, nothing more needs to be said.
More Turbo
Joined: Jun 2017
Posts: 512
Likes: 7
From: Maine
Okay with the increase of HP and Torque on the pickup trucks, what do you think they will do with the F450, F550 Cab & Chassis or are those trucks limited by some Federal regulation?
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Cargo Master
Joined: Oct 2005
Posts: 2,866
Likes: 515
From: WNY
Even this may be up in the air for the SRW trucks because if I am reading right, the Cummins in the SRW trucks offer much less power (370/800) than the 1000 lbs advertised for the 3500 trucks.
If that happens, the reasons to wait for the 2020 have just decreased.
Super Moderator
Joined: Dec 2011
Posts: 13,303
Likes: 6,079
With pickups, since they are complete, the entire truck is certified as a chassis. With chassis cabs, which are incomplete, only the engine is certified on a dyno.
Hence the difference between chassis cert vs dyno cert.
The terms can be confusing, since it is chassis cabs that get the dyno cert, and the pickups that get the chassis cert.... but when you think about it, the pickups are complete vehicles, thus the entire chassis can be certified, whereas the chassis cabs are incomplete vehicles, where the final weight and frontal area of the vehicle cannot be known prior to primary sale, so only the engine can be certified on a dyno.
This difference in emission certification process accounts for the lionshare of difference in HP/TQ ratings between pick ups and chassis cabs, but there are other reasons for differences as well.
Let's take the new 2019/20 Chevy Silverado trucks as an example. The 6.6L V8 Duramax L5P is GM's current state of the art diesel engine RPO for pickups. But this year, GM also reintroduced a medium duty chassis cab line up, built by International, that also use a similar 6.6L V8 Duramax diesel, but code named L5D. Not only are the ratings different due to the difference in certification process... the hard parts for breathing are different as well. The chassis cab L5D uses a smaller turbo, for quicker spool up to move heavier loads from a standing start. Similar changes in hard parts for predictive duty cycle optimization has been done by Ford on the 6.7L Powerstroke as well, with turbocharger differences between the pickups vs the chassis cabs.
Smart money doesn't buy a truck based on the advertised HP or TQ number... but a lot of money is spent based on those two numbers... so vehicle manufacturers chase after that money in vehicles destined for consumer use.
Cargo Master
Joined: Feb 2004
Posts: 2,101
Likes: 60
From: N. Illinois
Super Moderator
Joined: Dec 2011
Posts: 13,303
Likes: 6,079
Cargo Master
Joined: Feb 2004
Posts: 2,101
Likes: 60
From: N. Illinois
Yeah... market. Well, I suppose I can say the same about my P.O.S 2018 5.0L. They marketed it on a number, which was tried and true. But the 2018 is actually larger than the old 302 (5.0L). 😡 I was sold a bill of goods. I bought it as the most dependable of the mills available. NOT.