Pretty sure the F's went metric in '99 when the Superduty first came out.

Maybe that's what it was, a lag between the F and E's...

never mind.

 

F-Series changed for the 99 model year. If anything, I'd guess the E went metric first.

Eric

 

The E-Series go to the metric bolt pattern this year (2006). (At least that's what the arrowcraft folks told me.)

As for using the 225s as a smaller gear ratio, I run the 225s in a dual wheel configuration and my little V10 ('99) gets a little winded when I had about 4000 pounds in the trailer and maybe another 1500 in people. Hit some 5-8% grades and we were running all 10 squirrels flat out in 3rd, sometimes 2nd. I just came back from the shore and pulling a 2000 pound popup and it is no problem, but jack it up a few more thousand pounds and she stumbles. I would like to know how ken does it with his!

 

I kinda thought that, that the E's hadn't gone metric yet, I've been watching, and see lots of them with the tapered lug nuts, but haven't actually gone up to read the registration sticker (yes, NY reg stickers include year, make, and VIN.

 

Well that's what I get for listening to a tire/wheel salesman, I was looking (cybernetically of course) at some Ford rims with the metric bolt pattern. I asked the yayhoo if they'd fit my E-series, he said "oh sure, they all changed late 90's, early 2000-ish.

I beat my squirrel cage pretty hard, a heavy load is a heavy load. I get a run at the hills and don't spare the whip. I'll bounce that dude off the rev limiter to keep up a head of steam. But I can't out accelerate a Vette up a mountain pass. I gotta work at it, I also do my best to keep my momentum up. Once you get slowed behind some dorkinnadiesel towing 45' of quad slide townhouse behind his 3/4 ton Dodge it's hard to get back up to speed unless you are really winding the motor up tight. I'd love a Torqshift for the extra gearing. There's a hill outside Longview Wash that has got to be 8-10%, fortunately it's not real long and the entrance ramp is a 15 mph deal. I can hit 60 by the time I get to the top, but it takes everything my motor has to crest it at that speed.

 

Digging up an old topic...

I finally got the chance to make a nice long tow with the V10-powered E-350. I pulled my 7,000 pound 24' enclosed trailer from central Connecticut to Road Atlanta, with four crew on board and lots of "stuff". My route was across New York on I-84 to Scranton/Wilkes-Barre, I-81 south past Roanoke, I-77 to Charlotte, then I-85 to Atlanta.

For the most part, the V-10 pulled "OK." I was not overwhelmed by it, nor was I particularly upset with it. It pulled fine in overdrive along the flatter stuff, and typically downshifted to 3rd on longer hills, but with a little more throttle I could maintain 70+. The only significant "problems" came on the steeper grades, such as the climb across NY on I-84 and across the Blue Ridge on I-77; in those case I was in second, maintaining 55 mph with half-throttle. I could have accelerated a bit if I floored it, but it really seemed like all that did was unlock the torque converter make more noise. DEspite this, I was still able to pull better than loaded semis...

Then we get to the fuel mileage, which was particularly unimpressive. Mileage ran from as low as 6.3mpg traveling through the Blue Ridge to as high as 8.2mpg on the flatter stuff along I-81. Most fillups resulted in the mid-7s; average for the 2300-mile trip was 7.3 mpg. Average price for fuel was $2.28. To say I was disappointed in the mileage is an understatement; I was expecting something like 8-9 at worst...

Granted, a final drive ratio different than my 3.73 (or, as Fred notes, shorter tires than my 245s) *may* have improved the driveability and mileage, but how much? How long would it take to cover that cost? I noticed that it downshifted less when I drove 75-80; I'm figuring that had a lot to do with being in the torque curve...

At this point I'm a bit torn; I like the V-10 but the less-than-stellar performance coupled with the poor fuel mileage really hurt. If I were to replace it with "that other engine" I don't see where I'd save a lot of money; even if "that other engine" got 12 mpg then with the price of "that fuel" I would have only saved about $175. Further, its published power and torque (215/425, respectively) is not significantly different than mine (265/410, respectively). I could get that with an ECU reprogram. However, if I were to switch the options for improving power via ECU tining are immense...

Dunno what I'm going to do at this point, but I've got all winter to think about it. Keep the truck and buy a final drive, tires, and Superchips/Hypermax/whatever, or consider replacing it with "that other engine." I know the preference from this group, but any feedback is appreciated. - Greg

 

that 'other engine' in the E-series is seriously detuned to fit inside the doghouse and front end space. And it's comparatively priced to the much stronger motor in the F-series. Speed costs money, how fast can you afford ? Remember that old cliche' ? For as much as I tow with my E-series, it just doesn't make sense to go to the dark side. Even if it did make sense, I just love that rpm-rush of hp/torque I get when I'm trying to push the loud pedal through the floor boards. I also like the ease, convenience and savings I get with the gas motor. Sure my mpg's aren't as good as an oil burner while towing (and even that is a subject of MUCH debate, alot of the PSD guys get very comparable mileage to what you're reporting), but overall, I'm way-BIG dollars ahead with the gas motor.

 

GregA, everything you said sounds like the typical 2-valve V10, and no one on here has said anything different than what you posted.

Let's see:

DEspite this, I was still able to pull better than loaded semis...

And this is a problem for you?

To say I was disappointed in the mileage is an understatement; I was expecting something like 8-9 at worst...

I get around 7 around town empty and can go as low as 5, but that's with my foot in it alot. I don't think 6-7 is a bad thing towing 7K up hills that semis can't take at 55MPH.

I'm not arguing with you, more like trying to get you to realize that what you experienced is NORMAL for a 415 cubic inch gas engine w/3.73 gears and the 4R100.

Imagine making the same trip with the old 400 motor - or a 460 for that matter. Either way you cut it, the V10 is better and does more than the older gas engines.

Do not compare the 2-valve V10 to a diesel. Instead, compare it to other gas motors and you will see you have no problems whatsoever.

 

Thanks, I appreciate the feedback. It's helpful to know that my current situation is normal, giving me a baseline against which to make a decision going forward.

But, Krewat:

I just have to krinkle my brow on this one; why would I want to do that?!? No other gas engines are even under consideration! No offense, but if I simply wanted to feel good about myself I'd compare the V-10's towing capacity to my old Nissan 4-cylinder pickup truck; but if I want to make a fair comparison to determine which available tool is best for the job at hand, I'd compare the leading candidates, and that's Ford's V-10 versus its "other engine".

At this point, it appears that stock performance within the E-series will be comparable between the two. My considerations now are "tunability", or what I could get if I were to start making modifications; and economics, the purchase/sales price comparisons and how long it would take to return that investment in fuel and service costs.

Again, thanks all, I appreciate it. - Greg

 

Great thread. Don't know how I missed it before. Super link for PCM codes.....Thanks