A Ford Representative joining us
Hotshot
Joined: Nov 2000
Posts: 11,591
Likes: 14
From: Pflugerville, tx
Welcome..
is there some opening statement you can make about the big objectives you were given for the new Powerstroke engine? (those that you can tell us about)
I'm thinking, standards, mileage, reliability, build time, support skills, etc..
past engine experience..
Sam
I am a first time diesel owner with my 08/6.4l F350. I am amazed at the power, ride and features, yet disappointed at the mileage. maybe a 6 speed would help..
I know there are always tradeoffs..
is there some opening statement you can make about the big objectives you were given for the new Powerstroke engine? (those that you can tell us about)
I'm thinking, standards, mileage, reliability, build time, support skills, etc..
past engine experience..
Sam
I am a first time diesel owner with my 08/6.4l F350. I am amazed at the power, ride and features, yet disappointed at the mileage. maybe a 6 speed would help..
I know there are always tradeoffs..
Super Moderator
Joined: Oct 2005
Posts: 24,308
Likes: 42
From: SW Virginia
Welcome to FTE and thanks for joining up to field what I imagine will be a plethora of questions!
Should we refer to you by your username or would you prefer to give your name? I was going to assume you are Mr. Gryglak but didn't want to assume anything.
That aside, again welcome.
I realize that Ford hasn't yet released the power numbers for the 6.7 and was wondering if you could give a time frame as to when they might.
Can you give specific information related to the urea system and what measures have been put in place to reduce the possibility of freezing?
Will the use of the urea reduce the amount of DPF regenerations needed?
Additionally, I would like to see any ratings available for the new trucks with respect to payload, GVWR, GCWR, tow ratings, and axle weight ratings.
Kudos to all of you on the development of the new truck. There have been mixed opinions on the styling but I find it very appealing. With a 2005 6.0 PSD that has been trouble free for all of its 38,000+ miles, I am very interested in seeing this new truck and excited about a near future purchase.
Thank you.
On EDIT: reps sent for taking the time to join us! Cheers!
Should we refer to you by your username or would you prefer to give your name? I was going to assume you are Mr. Gryglak but didn't want to assume anything.
That aside, again welcome.
I realize that Ford hasn't yet released the power numbers for the 6.7 and was wondering if you could give a time frame as to when they might.
Can you give specific information related to the urea system and what measures have been put in place to reduce the possibility of freezing?
Will the use of the urea reduce the amount of DPF regenerations needed?
Additionally, I would like to see any ratings available for the new trucks with respect to payload, GVWR, GCWR, tow ratings, and axle weight ratings.
Kudos to all of you on the development of the new truck. There have been mixed opinions on the styling but I find it very appealing. With a 2005 6.0 PSD that has been trouble free for all of its 38,000+ miles, I am very interested in seeing this new truck and excited about a near future purchase.
Thank you.
On EDIT: reps sent for taking the time to join us! Cheers!
Super Moderator
Joined: Aug 2008
Posts: 37,379
Likes: 1,862
From: Frederick, MD
Yes welcome aboard. I assume you will be reading some of the posts in this string as you get a chance.
One of the issues I had posted besides all the obvious one's was the ability to get the driver a little more control over the Regeneration (cleaning exhaust filter) process. Within design and emissions specifications of course.
Biggest beef that I think most of us have is the cleaning cycle starting as you pull into the driveway. If we knew it was coming upon a cycle then we could better plan for it. In addition if we had a guage or a warning we could select clean now if we knew that we would have the time/distance to get the task completed.
As I see it this all programming 101 and could be written into the programming.
Scott
One of the issues I had posted besides all the obvious one's was the ability to get the driver a little more control over the Regeneration (cleaning exhaust filter) process. Within design and emissions specifications of course.
Biggest beef that I think most of us have is the cleaning cycle starting as you pull into the driveway. If we knew it was coming upon a cycle then we could better plan for it. In addition if we had a guage or a warning we could select clean now if we knew that we would have the time/distance to get the task completed.
As I see it this all programming 101 and could be written into the programming.
Scott
More Turbo
Joined: Feb 2006
Posts: 538
Likes: 11
From: Shiner, TX
Yes, thanks for joining us!
I'm excited to hear about the new 6.7L engine. I'm most curious about the urea and how long is expected between fill intervals. I'm in a rural area where Ultra Low Sulfur Diesel is still not at every station. I can't imagine how long it will take to start seeing places to refill urea tanks.
I'm excited to hear about the new 6.7L engine. I'm most curious about the urea and how long is expected between fill intervals. I'm in a rural area where Ultra Low Sulfur Diesel is still not at every station. I can't imagine how long it will take to start seeing places to refill urea tanks.
New User
Joined: Jan 2010
Posts: 7
Likes: 0
I'm just one of the gang, no formalities... Adam.
As far as objectives for the team, we set out to further refine the next generation SuperDuty for 2011, and overall improvements in the powertrain were a big part of the equation. Our goal was to be class-leading in fuel economy and performance (TQ/HP), while achieving the durability and reliability our customers expect. We also set ourselves to deliver on NVH levels this segment hasn't seen before, since these trucks are your daily bread winners and you spend a LOT of time with them.
I know the question keeps coming up about our ratings, unfortunetly we have to keep those locked up until we preview the truck in March to the media... but I'm open to talking about the technology and engineering changes we took to make this your next engine and truck.
As far as objectives for the team, we set out to further refine the next generation SuperDuty for 2011, and overall improvements in the powertrain were a big part of the equation. Our goal was to be class-leading in fuel economy and performance (TQ/HP), while achieving the durability and reliability our customers expect. We also set ourselves to deliver on NVH levels this segment hasn't seen before, since these trucks are your daily bread winners and you spend a LOT of time with them.
I know the question keeps coming up about our ratings, unfortunetly we have to keep those locked up until we preview the truck in March to the media... but I'm open to talking about the technology and engineering changes we took to make this your next engine and truck.
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Super Moderator
Joined: Aug 2008
Posts: 37,379
Likes: 1,862
From: Frederick, MD
Adam,
will you be part of this?
From pickuptrucks.com by Mike levin
will you be part of this?
From pickuptrucks.com by Mike levin
Truck manufacturers thrive on good old-fashioned smack talk in their advertising and marketing. They love to tackle competitors' claims head-on and boast about their trucks’ capabilities.
But perhaps the best competitive challenge that we've ever heard comes from Tom Stephens, General Motors' vice chairman in charge of global product operations, to crosstown rival Ford. It concerns two trucks that have yet to hit the market: GM's 2011 Chevrolet and GMC Heavy Duty pickups and Ford's 2011 F-Series Super Duty.
"You're going to love our new diesel Duramax engine in the new Heavy Duty," Stephens told PickupTrucks.com at the 2010 North American International Auto Show.
But then, in a powerful statement of confidence in the new haulers, Stephens said, "You know what I want to do to prove it? I want to take our truck and Ford's [new Super Duty] and chain them together back -to-back. Then I want to have them pull against each other. I know our truck will beat theirs."
We asked Stephens three times if he was serious, and he repeated back — very enthusiastically, we might add — what he sees as a spectacular way to prove just how strong GM's new Heavy Duty pickups will be.
Stephens should know the capability of GM's new pickup and its updated Duramax diesel engine. Before he was promoted to his current position, Stephens was executive vice president of GM global powertrain.
So we'd like to take Stephens up on this challenge and offer our impartial services to referee such an event in Texas, the heart of truck country, in an arena where GM and Ford owners can come out and watch. We'll split the venue in half, for each side.
We've informally passed along Stephens’ challenge to Ford, just to let them know GM's position. There's no official response yet, but we think it's certainly gotten their attention.
The rest of the details still need to be worked out. So what do you say GM and Ford? Are you both all in? We know Tom Stephens is.
Stay tuned!
But perhaps the best competitive challenge that we've ever heard comes from Tom Stephens, General Motors' vice chairman in charge of global product operations, to crosstown rival Ford. It concerns two trucks that have yet to hit the market: GM's 2011 Chevrolet and GMC Heavy Duty pickups and Ford's 2011 F-Series Super Duty.
"You're going to love our new diesel Duramax engine in the new Heavy Duty," Stephens told PickupTrucks.com at the 2010 North American International Auto Show.
But then, in a powerful statement of confidence in the new haulers, Stephens said, "You know what I want to do to prove it? I want to take our truck and Ford's [new Super Duty] and chain them together back -to-back. Then I want to have them pull against each other. I know our truck will beat theirs."
We asked Stephens three times if he was serious, and he repeated back — very enthusiastically, we might add — what he sees as a spectacular way to prove just how strong GM's new Heavy Duty pickups will be.
Stephens should know the capability of GM's new pickup and its updated Duramax diesel engine. Before he was promoted to his current position, Stephens was executive vice president of GM global powertrain.
So we'd like to take Stephens up on this challenge and offer our impartial services to referee such an event in Texas, the heart of truck country, in an arena where GM and Ford owners can come out and watch. We'll split the venue in half, for each side.
We've informally passed along Stephens’ challenge to Ford, just to let them know GM's position. There's no official response yet, but we think it's certainly gotten their attention.
The rest of the details still need to be worked out. So what do you say GM and Ford? Are you both all in? We know Tom Stephens is.
Stay tuned!
Last edited by BigF350; Jan 21, 2010 at 10:30 AM.
Super Moderator
Joined: Oct 2005
Posts: 24,308
Likes: 42
From: SW Virginia
I understand the secrecy with regard to the ratings. However, is information about the urea injection also secret? If not can you elaborate on measures to keep it from freezing in the more severe climates?
One of the complaints I've heard over the years with the PSD compared to the Cummins TD was that the CTD had more torque available at lower RPMs than the PSD. Has the new 6.7 been engineered for peak torque availability lower in the RPM range than previous Powerstrokes?
I noticed that the new 6.7 has the six bolt head design again, a feature missing since the days of the 7.3. Was this done in response to head gasket failures in the 6.0 and 6.4 or was there another reason? And along those lines, is the 6.7 going to be using bolts or studs to secure the heads to the block?
One of the complaints I've heard over the years with the PSD compared to the Cummins TD was that the CTD had more torque available at lower RPMs than the PSD. Has the new 6.7 been engineered for peak torque availability lower in the RPM range than previous Powerstrokes?
I noticed that the new 6.7 has the six bolt head design again, a feature missing since the days of the 7.3. Was this done in response to head gasket failures in the 6.0 and 6.4 or was there another reason? And along those lines, is the 6.7 going to be using bolts or studs to secure the heads to the block?
Fleet Mechanic
Joined: Feb 2007
Posts: 1,319
Likes: 10
From: Mid Atlantic
Adam-
Thank you for joining our little group and educating those of us who are fans of the Blue Oval.
In our small construction company we have several Ford Pick Ups from the Ranger to the F-350 and we usually rotate them out when they get around 100K. With the economy in the tanks (at least as far as construction is concerned) we are keeping our vehicles a little longer but as soon as it turns around we'll be trading a few of them in. HOWEVER, dependability and cost of ownership are something that I look at more now than ever before.
Will the 2011 SD's have a lower or higher operating cost that the 6.4's?
Thank you.
Thank you for joining our little group and educating those of us who are fans of the Blue Oval.
In our small construction company we have several Ford Pick Ups from the Ranger to the F-350 and we usually rotate them out when they get around 100K. With the economy in the tanks (at least as far as construction is concerned) we are keeping our vehicles a little longer but as soon as it turns around we'll be trading a few of them in. HOWEVER, dependability and cost of ownership are something that I look at more now than ever before.
Will the 2011 SD's have a lower or higher operating cost that the 6.4's?
Thank you.
Post Fiend
Joined: Jan 2009
Posts: 6,521
Likes: 11
From: Greenwood, SC
Okay Adam, looking forward to your info!
1. Our company has 2 F-250 6.4 trucks that tow 8-16K worth of trailer all over the 14 southeastern states. Each truck typically runs 40 to 50K per year. Mine is at 120K right now. All this driving is how we earn a living. I buy 90-120 gallons of fuel 3 or 4 days per week running with an MPG of 7.5-9.5! I really need to see the new numbers, at least make me feel better somehow!!!!
2. Transmission behavior when towing: Is the selectable gear option really true? This alone might put me in a 2011!
3. Don't put Continental highway tires on the 4X4 trucks. Please.
4. If I did not have extended service plans on our current 6.4 units I would be out of pocket around $6000 for radiators. Heck, $500 ($100 deductible each occurence) is plenty for such a poor product. Please don't leave us hanging with something like this on the new motor. Make the warranty cover the engine AND THE COMPONENTS!
5. Disable the rear backup sensors when a trailer is hooked up to the Tow Command System. Driving backwards with a trailer is enough of a chore without that stupid dinger going off. I know I have an "off" button but it drives me nuts too. I have to turn it off every day when I get in the truck. I don't even touch the radio that much.
I hope to read your responses on our questions. Really appreciate your time. Thanks Adam. My '08 is the best tow vehicle I have ever driven, especially in the stability dept. Please don't make the new 250/350SRW lighter. We need the heft!
1. Our company has 2 F-250 6.4 trucks that tow 8-16K worth of trailer all over the 14 southeastern states. Each truck typically runs 40 to 50K per year. Mine is at 120K right now. All this driving is how we earn a living. I buy 90-120 gallons of fuel 3 or 4 days per week running with an MPG of 7.5-9.5! I really need to see the new numbers, at least make me feel better somehow!!!!
2. Transmission behavior when towing: Is the selectable gear option really true? This alone might put me in a 2011!
3. Don't put Continental highway tires on the 4X4 trucks. Please.
4. If I did not have extended service plans on our current 6.4 units I would be out of pocket around $6000 for radiators. Heck, $500 ($100 deductible each occurence) is plenty for such a poor product. Please don't leave us hanging with something like this on the new motor. Make the warranty cover the engine AND THE COMPONENTS!
5. Disable the rear backup sensors when a trailer is hooked up to the Tow Command System. Driving backwards with a trailer is enough of a chore without that stupid dinger going off. I know I have an "off" button but it drives me nuts too. I have to turn it off every day when I get in the truck. I don't even touch the radio that much.
I hope to read your responses on our questions. Really appreciate your time. Thanks Adam. My '08 is the best tow vehicle I have ever driven, especially in the stability dept. Please don't make the new 250/350SRW lighter. We need the heft!
Fleet Owner
Joined: Nov 2003
Posts: 27,897
Likes: 3,615
First - many thanks for making yourself available for questions Adam!
What is the design objective for engine life (miles and operating hours)?
Is there a defined warranty period yet?
Can you tell us anything about what you are learning from the test vehicles currently on the road? Maybe a story or two about the features that you are getting positive feedback on.
I just can't help this last question ........
How do I get an opportunity for being a test driver ...... ??!!
The truck and powerplant sound fantastic from what I have been reading!!
What is the design objective for engine life (miles and operating hours)?
Is there a defined warranty period yet?
Can you tell us anything about what you are learning from the test vehicles currently on the road? Maybe a story or two about the features that you are getting positive feedback on.
I just can't help this last question ........
How do I get an opportunity for being a test driver ...... ??!!
The truck and powerplant sound fantastic from what I have been reading!!
Hotshot
Joined: Aug 2006
Posts: 17,398
Likes: 317
From: Whittier, CA
It's bound to come up, so I'll just kick it off - why did you discontinue the manual transmission. I know the take rate on the manual is low, but there has to be more to the decision than just that. Please discuss ALL the factors that went into this decision. Ford is taking a lot of heat over that decision around here.
Thanks for joining us.
Thanks for joining us.