I believe it has been stated that the EB will run on regular unleaded in the F150.

 

You can also with custom tuning change what fuel it needs. That is more of a timing issue that would cause it to need premium. Now that extra cost of a tuner etc. would also offset mpg benefits for awhile. It just depends on how long you own the vehicle. It is amazing what you can do with computers nowadays. Now if you already have the laptop software to tune things yourself, then it doesn't cost you much if you got that software for another vehicle and are now using it for the EB engine.

I do know of a couple of users that have computer software and do their own tuning. Not something that I would recommend for everyone, but it is an option.

 

I suspect the 3.5 engine in the truck will be very different than the Taurus engine. It will be tuned differently and have different valve timing. It will have more torque and use regular gas.

 

I've posted about the fuel economy of the EB in other vehicles in relation to the F150 before, but I'll post it again...

Now I don't mean to put you or anyone on the offensive, but did you happen to look at the whole picture regarding the EB's fuel economy? It is only available in AWD in every other platform that it is available. If you compare the fuel economy of the EB to the base V6 in AWD platform, there is almost no difference (depending on which vehicle you look at); yet the power advantage is immense (generally about 100HP and 100 lb/ft of TQ). If the EB was available in a FWD platform, would it get about the same fuel economy as the base V6? For example, the base V6 in a FWD Ford Flex gets 17 city/ 24 highway. In AWD, the base V6 gets 16 city/22 highway and the EB gets 16 city/21 highway. And food for thought, the AWD Flex has a 3.39 gear ratio (I'm sure the FWD Flex is the same).

Same story with the Taurus and SHO. Base V6 is available in an AWD platform and gets the exact same fuel mileage as the EB(17 city/25 highway), yet the power difference is the same as it is in the Flex. Base V6 in FWD platform gets 18 city/28 highway. Would the EB get the same had it been available in FWD? Gear ratios vary from 2.77, 3.16, and 3.39 depending on trim levels, etc; again, food for thought.

Don't get me wrong. I understand why the EB is not in a FWD platform. Driveability would SUCK!

My point? I don't think the extra weight of the F150 will affect the EB engine as much as you think, especially considering that it will be producing more power and will be driving only the rear axle rather than both. But I still agree that the EB will get about 16-17 city/21-22 highway in a 4x4 crew cab with reasonable driving. Still better than the 17MPG I get driving the 2010 FX4 Supercrew on a 600 mile road trip (and that's all highway). BTW, Ford's only comment on the fuel economy of the EB in the F150 is that it will be a 20% improvement over what current models get now. They've never claimed that the EB will achieve the same fuel economy in the F150 as it does in the Taurus.

Oh, and from what I understand, the EB in F150 clothing will recommend the use of premium but is not required. But what's to say the 6.2L won't require or recommend premium as well? The 6.2L will produce more power in the F150 than it does in the Super Duty; I'm sure the extra horses didn't appear magically. The 6.2L offered in the GM twins require premium fuel. However, even if the F150's 6.2L won't require premium fuel, it's only an extra twenty cents a gallon. You'd break even on the EB before 12k miles (and I'm being generous) depending on the initial pricing of both engines.

 

The mpg argument will go until we have some actual facts from people who have bought them. The 6.2L in the SD doesn't require premium fuel. Ford has been very conscious about building mainstream every day cars to run on regular gas. There are exceptions.

 

I'd just go with a single wheel F350.
I just got rid of a Cummins 2500 and the 3500 was only about 900 bucks more...but there is a significant payload diferance.
If the tire are inflated according to the load, they don't ride much different.
Most 3/4 and 1 ton trucks come from the dealer with max tire preasure to cover their asses. They will jump all over the road empty. Inflate 'em correctly according to the load and they ride pretty good.
Your biggest decission will be diesel or gas...but you really have to be able to justify diesels now a days. Big bucks, not much better on fuel...BUT...they sure do tow.

 

For 6500 lbs???? My truck is an 07 and it hardly knows when a well balanced 5000lb trailer is back there......even a well balanced 10,000 lb trailer isn't bad......if it were me i'd stick with the F150 and i'd go for the 3.5EB motor.......

 

If that's what makes you happy then I recommend that you go for it. I simply said that I'd opt for the SD if I were pulling any kind of weight frequently.

I'm real curious as to what the life cycle of the 3.5L will be if used as a real work truck and pulling heavy loads.

 

A couple things to consider.......towing isn't anywhere near half of the time for most....probably more like 10% or less.....so why spend more on fuel, insurance, maintenance and initial cost for a 3/4 ton when its well within the capabilities of a 1/2 ton?

Second...you'll be riding around in a much less comfortable truck for 90% of the time....

3rd.....why's everyone so concerned with it being a v6...plenty of heavy trucks ran on 6 cylinders over the years.....with far less stout engines than we've got today.......

 

Your probably right but I would err on the side of caution. Big sixes of the past were very stout inline engines such as the 300 and larger. GM did use a 250 inline six for a very long time with good success and Dodge used a slant six with awesome results. None of the engines were turbo charged, were loaded down with electronics and expected to handle a 17,000 lb GCVW.

No one hopes it succeeds more than me. Time will tell.

 

and they were all subject to crappy fuel control....poor machining standards as compared to today.....and consisted of cast iron and some cast aluminum........today we've got materials ten times as good...

 

You are correct in stating the 6.2L in the SD doesn't require premium fuel. Doesn't mean it won't require it in the half ton. The 6.2L in half ton form will make more power than the SD's 6.2L, but no explanation as to how it does. So I'm assuming Ford did a few programming changes that may or may not have the 6.2L require premium in the F150.

 

The truck itself could account for some of that change and that wouldn't affect timing. I know(and I'm sure I'll get crucified for saying this) that the 5.4 to me seemed like a dog in the SD platform. Worse 2 weeks of my life driving that thing. However, I really do like the pep that the 5.4 has in the half ton truck. Weight and gearing(mine is higher then the SD that I borrowed) are about the only two differences that I'm aware of between the two that would account for the difference in peppy-ness between the 2 trucks.

 

The truck itself wouldn't affect what horsepower and torque ratings are at the crank though. Overall performance maybe, because of weight and gearing characteristics, but not power ratings (unless they are at the rear wheels obviously). The SD's version of the 6.2L has 385HP and 405lb/ft TQ. The F150's version has 411HP and 434lb/ft TQ. And will be a top, limited offering, only in the most expensive trim levels and/or only with certain options. The type of market looking for those luxurious F150s probably aren't turned off at the thought of having to buy premium octane fuel for their truck. If the 6.2L was being offered as an option in any configuration, you can bet it would be designed to run on regular fuel (like in the SD), because the people who buy the work trucks, the XLs, the XLTs, and the more reasonably priced trucks are not going to want to shell out the extra dough for premium fuel.

Just my opinion, but I would be willing to bet the 6.2L in the F150 is going to require premium fuel.

 

Oh I didn't know they had different flywheel numbers. You're right about that. I thought it was just about RWHP.

Custom tuning will change the timing to were the owner can use regular. Now numbers will go down because of that I'm sure, but the extra savings per gallon from premium to regular that will pay for the tuner fairly quickly rather or not there are any MPG savings beyond that.

That option isn't for everyone, but that is an option. I can see why you would think that it would require premium and having heard that there are two different flywheel numbers, I would suspect that to be the case unless they are able to tweak other things in the programming before having to touch timing to the point of needing premium fuel.