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Old 12-20-2014, 07:07 AM   #43
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It's all about how the engine and drive train is designed, isn't it. Diesels will always be more efficient than gas. Gas engines cost less to own and operate. The EcoBoost V6 has a wonderfully flat torque curve and is powerful for its size. The new F150 with its aluminum body is 700 lbs lighter, making it even more efficient. We'll see what real world experiences we Airstreamers will have with the new turbo F150.

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Old 12-20-2014, 08:00 AM   #44
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Been thinking about this 700 pounds lighter deal....if Ford uses similar springs under the new aluminum F150, and so the GVW stays the same as the old steel F150, meaning the load capacity increases by 700 pounds, don't you think when driven totally empty the aluminum F150 would ride very rough?

Or, if they re-spring the aluminum F150 to ride the same unloaded, how would it carry the extra 700 pounds?
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Old 12-20-2014, 08:30 AM   #45
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Steve, take a look at the listing for coil springs for your truck. There are more than forty sets last I looked. All VIN determined. Spring rates are not necessarily linear. And alloys can change it as well. Etc.

The FAWR, for instance, can be the same but the springs would not. There is some black art, here.
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Old 12-20-2014, 08:43 AM   #46
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My truck only has coil springs in the front, rear are leafs.
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Old 12-20-2014, 11:41 AM   #47
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A leaf pack is even easier to modify. Thick, thin, length, width , etc.

Did you ever use MOOG Cargo Coils?
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Old 12-20-2014, 12:19 PM   #48
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Quote:
Originally Posted by tjdonahoe View Post
Why would any want to pull their trailer down the road running their engine at 4500 rpm? My ram cruises, like my big truck with a 500hp cat, at 1500 rpm. No ford in the future for me...
Could you tell us what Ford has to run 4500 RPM to "pull their trailer down the road"?

My old 5.4 does that climbing to the passes over the continental divide with the trailer (as would a HEMI or an Ecotec3), but the EcoBoost doesn't require that kind of RPM to make useful power. Even my old 5.4 with the 4-speed rolls down the road below 2000 RPM at highway speeds in normal conditions.
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Old 12-20-2014, 08:44 PM   #49
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I think many gas engined tow vehicles are in 2nd gear over 4000 rpm climbing up steep grades. Nothing unusual about it. The horsepower curves would predict it. Even big trucks are crawling up steep grades in low gears and the diesel at peak horsepower.

Now we have turbo charged 4 valve V6s that make the torque and horsepower of the old V8s with much better efficiency.

Maybe that's why the published mpg numbers seem so unbelievable. And many of us have been disappointed when actual driving results in significantly less.

Now here is the tow vehicle I tried once that gave promise of excellent mileage. Unfortunately I couldn't get the rig above 20 mph.

David
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Old 12-28-2014, 08:26 PM   #50
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Normally I stay calm in the threads but this one I had to hold back. First of all, I realize that many have not been keeping up with the new F150 build specs shared on the net and other places for the past few years but now that it is a reality I am amazed that some even question the results.

Basically it comes down to a few basic design specs for payload and tow. Ford uses leaf springs (can carry the most weight often with a sacrifice to ride) while others moved to car coil springs. and Ford in most every model had a heft that was greater than its rivals. What they have done is further strengthened their frame and removed around 800 lbs from the truck itself making all that now added to payload and tow ability. AND they have standardized with the SAE rating for measure as Toyota. When Toyota converted their measure they lost 200 lbs payload. That is great news for consumers. Yes, their previous tow ratings were in line with the current rival trucks and in some cases exceeded their max tow package ratings. Now though, as you found, it is a huge difference. It is not hype or "marketing mobo jumbo" as false figures are for the land of litigation. The standard means a lot for everyone. Testing is required. It is true that any brand has to be configured to meet particulars after all, it does not say "any model" AND the fact that hitch weight and tow capacity are totally different for all trucks. The capacities of both increased substantially for ALL MODELS but again, the configuration purchased makes the difference. Another thing that this truck represents is the beginning of the SAE standard for all trucks. See article link. So, at least for now, Toyota and Ford are based on SAE figures. With others on the way. We will soon be able to compare between brands.

Gnorts is correct on the torque point. Torque is what matters to towing and that 3.5 liter produces diesel like torque 420 lbs ft at a very low rpm of around 2500 rather than a V-8 around almost 2000 rpm more. Torque at low RPM is/was always the primary advantage of diesel. With the government's higher taxation of diesel raising the cost, it has killed most of the extra efficiency cost-wise- IMO, two points lost. The third factor, longer life, is hindered by added cost to buy and maintain. That is why I say, unless absolutely necessary for super heavy loads, stay with gas power.

2015 Ford F-150 Bests Competitors in Towing, Payload Capability
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