F150 Diesel

[robertsa]

$2,400 premium over the 3.5-liter EcoBoost V-6. Fleet customers only will be able to order the engine on XL and XLT SuperCab or SuperCrew cabs with 6.5- or 8.0-foot beds (fleet pricing wasn’t shared).

This makes me sad. I love my '12 F150 xlt and would potentially be interested in a diesel option. I have zero desire to pay more money for more trim when the xlt is already loaded though.

 

[plowhog]

I have a 2005 Chevy 1500HD with 6.0 vortec engine, and a 2011 GMC 2500HD with 6.6 Duramax diesel. Almost identical total miles at +/- 150,000 on each. Both used sometimes as tow platforms, sometimes daily drivers. The Duramax has a lot of freeway miles.

Both have been relatively trouble free. I've replace batteries, tires, and a headlight on the 1500HD and that's about it. A little more maint on the 6.6 diesel-- the DPF tank sensor and a couple of glow plugs were replaced. Needless to say, I've had excellent service from GM trucks.

 

[robertsa]

I have a 2005 Chevy 1500HD with 6.0 vortec engine, and a 2011 GMC 2500HD with 6.6 Duramax diesel. Almost identical total miles at +/- 150,000 on each. Both used sometimes as tow platforms, sometimes daily drivers. The Duramax has a lot of freeway miles.

Both have been relatively trouble free. I've replace batteries, tires, and a headlight on the 1500HD and that's about it. A little more maint on the 6.6 diesel-- the DPF tank sensor and a couple of glow plugs were replaced. Needless to say, I've had excellent service from GM trucks.

That's a good point about the F150 diesel. Did you post in the wrong thread?

 

[check]

This makes me sad. I love my '12 F150 xlt and would potentially be interested in a diesel option. I have zero desire to pay more money for more trim when the xlt is already loaded though.

Yup. Bummer. I guess I will have to stick with gas when my lease is up in April.

 

[robertsa]

Yup. Bummer. I guess I will have to stick with gas when my lease is up in April. ��

Luckily the 5.0 is a fantastic engine so not the end of the world. I have made my truck mine with a custom built center console with built in safe, switch panel, 10" downfiring subwoofer, and cupholders, Rigid lights cut into the rear bumper, 5* tune, and a few thousand dollars in audio. It would take a lot to get me to get rid of it and into a new truck due to the initial cost and the subsequent cost of redoing all the junk I'd want to update.

In the years since mine was built, they have made some major upgrades and added that new 10 speed transmission. I hear the '18 5.0 with that new auto is a hoss! Mine with the sct x4 tuner and 5* 87 and 93 octane tunes scoots and hauls like a champ so I imagine the '18 is phenomenal.

I don't like leather, I HATE Sync, I don't want crappy factory navigation or voice control. An XLT with any Pioneer head unit in the AVH-XXXX-NEX line coupled with an Android smartphone gives me the best voice recognition and navigation that currently exists with Google voice and Google Maps with a 7" screen. Nothing else holds a candle to Google for that type of technology. Why anyone would want more than what the XLT has coupled with a relatively small cost of upgrading the head unit is beyond me.

 

[Snobdds]

Umm only the 2.7 has the CGI block. The 3.5 Gen (2) does not. It was a total redesign using same materials.

You are absolutely correct. Was thinking the 2.7, not the 3.5

 

[timswi]

I do not really know as again I am not really a true Ford fan so I rarely follow most of the Ford happenings. I do know the generation (1) 3.5 ecoboost did suffer from some rather serious design flaws of which some are easily remedied and others maybe not so much.

I would not be afraid of a generation (2) 3.5 eco boost at all as I believe Ford likely fixed most of the flaws of the previous generation. I also like the 2.7 eco boost, but its towing capabilities are not enough of what I need in a truck but it will serve many well.

I can only say that within the past 2 years I have driven several new trucks as I was looking at buying either a 1/2 ton with a max tow or enhanced towing package so a 1/2 capable of towing 10K minimum but 11K or 12K even better. I was also looking at 3/4 ton gassers. I have zero interest in a diesel for my needs.

The trucks that I would have been willing to spend my hard earned money on were:
a) 2017 Ram 1500 with 5.7 and 8 speed tranny. (Loved this truck, but its capabilities for heavy towing are not really all that much more than what I have now. I had a deal in the works to buy one but dealer would not honor their advertised price on selling it. I could have pushed the issue but did not since I loved the truck but it was gonna be pushing its towing capabilities like I am now with my ole 2003 GMC 1500. In other words it was a lot of money for me to spend and not really gain much over what I already own).
b) 2017 Ram 2500 with 6.4 gasser. (Liked this truck very well. It would easily serve my needs well. Only complaint against it is that it sits so darned tall in the air but 3/4 tons from all mfg's do. I actually use my bed to load heavy stuff into using only manpower doing the loading and trucks with high beds simply suck for this and a man's back. Otherwise this would be a great tow rig for my trailers and serve me well).
c) 2017 Ford F-150 with 5.0 gasser and 6 speed tranny (Truck was nothing earth shattering special but I certainly could have lived with it and been happy. I never drove the gen (2) 3.5 eco but it would likely serve me well too. 2.7 tops out about 7K on towing so did not fit my towing needs at all so never drove).

Trucks that totally missed the cut for Me:
a) 2017 Ford F-250 and 6.2 gasser. (I waited special to drive one of these. Its rock wagon ride and even worse yet ungainly steering were so bad I could not believe this was a fresh from the ground up redesign. What a letdown. I drove trucks form the 1970's better than this. Like the powertrain well enough though. No way I spend my money on one of these).
b) 2017 Nissan Titan and 5.6 gasser and 7 speed tranny. (Thought this pseudo 5/8 ton truck would be exactly what I was looking for. Enhanced capability over a standard 1/2 ton yet not full blown 3/4 ton either. Another big letdown. That gasser is a slug till the rpm's hit 3500 or more. I pulled out trying to merge into traffic and it had nothing. trans shifting was clumsy too. Did not really like the feel of the truck either. I did not fit in it well ergonomically).
c) 2017 Silverado 2500 gasser. Would be a contender for me if Chevy had not of cut the roofline such that a tall person like me no longer fits in their cabs comfortably. The claw-hammer like reliability of the 6.0 gasser is legendary which is a plus for a guy like me who keeps trucks 15 to 25 years or more....Looking forward to seeing if I fit in the 2019 redesign....
d) 2017 Silverado 6.2 gasser (Did not drive as I do not fit in heir current cabs and it sucks that the 6.2 is only available on topline trims making truck big $).
d) Toyota Tundra (Did not drive one but I simply figured if my gas mileage was gonna be as bad as these trucks are notorious for then why not opt for the 3/4 ton for that level of bad mpg. Otherwise this is a fine truck as I have a couple friends with them).

How tall are you?..I have tons of headroom in my 2016 GMC and I'm 6'0

 

[plowhog]

That's a good point about the F150 diesel. Did you post in the wrong thread?

Thank you for asking. If Chevy had offered a diesel in the 1500HD, I would have chose it instead of a gasser. I had to upsize to a 2500HD to get a diesel. Unlike Ford's new approach, Chevy didn't offer it. btw, I was responding to comments of gasser versus diesel, including towing. Sorry if that was not obvious to you?

 

[check]

Luckily the 5.0 is a fantastic engine so not the end of the world. I have made my truck mine with a custom built center console with built in safe, switch panel, 10" downfiring subwoofer, and cupholders, Rigid lights cut into the rear bumper, 5* tune, and a few thousand dollars in audio. It would take a lot to get me to get rid of it and into a new truck due to the initial cost and the subsequent cost of redoing all the junk I'd want to update. In the years since mine was built, they have made some major upgrades and added that new 10 speed transmission. I hear the '18 5.0 with that new auto is a hoss! Mine with the sct x4 tuner and 5* 87 and 93 octane tunes scoots and hauls like a champ so I imagine the '18 is phenomenal. I don't like leather, I HATE Sync, I don't want crappy factory navigation or voice control. An XLT with any Pioneer head unit in the AVH-XXXX-NEX line coupled with an Android smartphone gives me the best voice recognition and navigation that currently exists with Google voice and Google Maps with a 7" screen. Nothing else holds a candle to Google for that type of technology. Why anyone would want more than what the XLT has coupled with a relatively small cost of upgrading the head unit is beyond me.

Hey, Robert, how does that work? You mean I could set up the same Nav. features and have the map displayed on the stock xlt screen, using my iphone GPS?

 

[rankrank1]

How tall are you?..I have tons of headroom in my 2016 GMC and I'm 6'0

I am 6'5". Actually I had adequeate but not really overly generous headroom in the Silverado's but the top of the windshield does not go to the roofline. GM kinda rolled the roof over with steel and and the glass starts much lower.

Even with seats full down my line of sight was always partially blocked with meta of the roofline rolloverl, weatherstip seam, or the smoked part of the very top portion glass unless I hunkered down or severely reclined the seat to an unnatural position. I am hoping this issue has been remedied in the 2019 new GM platform.

The Nissan Titan was the same way for me.

 

[Copperhead]

wouldn't go near it in the first year of production. may to lease but no way i'd buy it

I probably would not go near it on the tenth year of production. Mainly because I am not that fond of V engines to begin with, and I won't spend money on a V diesel. I only have an interest in inline diesels. But even then, with the complexity and emissions stuff that are on modern diesels, I only get one when there is just no other way to get the job done.

And even the F150 or the new GM 1500 inline 6 diesel that is supposed to be coming, they are still class 1 trucks. There is still a lot more to hauling and towing than what engine is under the hood.

 

[robertsa]

I probably would not go near it on the tenth year of production. Mainly because I am not that fond of V engines to begin with, and I won't spend money on a V diesel. I only have an interest in inline diesels. But even then, with the complexity and emissions stuff that are on modern diesels, I only get one when there is just no other way to get the job done.

And even the F150 or the new GM 1500 inline 6 diesel that is supposed to be coming, they are still class 1 trucks. There is still a lot more to hauling and towing than what engine is under the hood.

Can you buy a class 1 half ton truck anymore? My '12 is a class 2 at 7350 lbs gvwr; that was 6 years ago.

 

[robertsa]

Hey, Robert, how does that work? You mean I could set up the same Nav. features and have the map displayed on the stock xlt screen, using my iphone GPS?

No. Apple makes you stick with Apple's navigation, which I'm sure you've found by now is as bad at navigation as Siri is at voice recognition. You would need a smartphone with an Android OS. My Pioneer AVH-4200NEX runs great off a Samsung S7. I am always running Pandora One or Podcast Addict with Google Maps.

 

[dgl24087]

All-New 218 Ford F-15 Power Stroke Hits 3 MPG Highway - PickupTrucks.com News

 

[houstonscott]

Been looking at new SUV's for wife. She really liked the discovery. We own a BMW 335d. So very familiar with diesels. I studied that new V6 and it has some very nice design elements. It's the same engine going into the F150 diesel. First it solves many issues with modern clean high pressure diesels. While it has EGR but the gases are taken from the low pressure side after going through the particulate filter, and eliminates carbon build up in EGR valve and head. Brilliant. Plus the hot side of the turbo, is intrugal to the block and is cooled by engine liquid cooling system, which makes the whole turbo cooling way more robust, especially after shut down. It's a graphite steal block which is extremely strong and light weight and superior to aluminum block diesels. The engine was developed by Ford, Land Rover, and Citroen, it's a real jewel of an engine, you F150 guys will love it, it's a spectacture engine. Steal frame, aluminum body, and that diesel, what a very nice truck.

 

[dgl24087]

Wonder if this engine will make it into the Expedition in the future?

 

[WhiteRam]

I probably would not go near it on the tenth year of production. Mainly because I am not that fond of V engines to begin with, and I won't spend money on a V diesel. I only have an interest in inline diesels. But even then, with the complexity and emissions stuff that are on modern diesels, I only get one when there is just no other way to get the job done.

And even the F150 or the new GM 1500 inline 6 diesel that is supposed to be coming, they are still class 1 trucks. There is still a lot more to hauling and towing than what engine is under the hood.

Add to the fact that it uses a timing belt - no thanks. I agree on the I-6.

 

[Green Power]

Any idea when we will be seeing these on dealers lots?

 

[houstonscott]

I would prefer chain drive cams too. But. There are advantages to both though, chains do stretch and can break. They require oiling and add weight, take up space, add cost, they also add weight to the valve train, not good. Belts are much improved and if replace in the maintanence schedule are as reialable. They weight less, dont rob horsepower, are quite and smooth. They will have to replaced though. You’ll have to get use to modern engines, this is not a 1920, pushrod design. Twin overhead cams on each blank, 4 valses per cyclinder, veritable valve timing on intake and exhaust valves.

 

[WhiteRam]

I would prefer chain drive cams too. But. There are advantages to both though, chains do stretch and can break. They require oiling and add weight, take up space, add cost, they also add weight to the valve train, not good. Belts are much improved and if replace in the maintanence schedule are as reialable. They weight less, dont rob horsepower, are quite and smooth. They will have to replaced though. You’ll have to get use to modern engines, this is not a 1920, pushrod design. Twin overhead cams on each blank, 4 valses per cyclinder, veritable valve timing on intake and exhaust valves.

Its a light duty engine designed for a grocery getter. Heavy duty diesels are still gear driven, no chains and absolutely no belts.