Return of the Medium Duty Gasser
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slowzuki
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I can see the compressed natural gas version being popular with fleets. They live a long time and stay in better shape on CNG or Propane.
When was that?
Ditto.
Red Horse
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Ford never was out of medium duty- class 6 and 7. In 97 when they sold the class 8 business to Daimler (actually they gave it away- a dumb Jac Nassar move), they kept 6 and 7. Ford 650/750's are built today by Bluediamond trucks which ios a JV between Ford and International. they are built in the International plant in Escobedo Mexico. the chassis is 100% International. the cab is a modified ford super Duty cab. Given the Ford/International lawsuit over the Powerstroke, the JV's days sre numbered. hopefully, Ford will bring the business back to Louisville.
As for the gas engine, a smart move. A lot of users who have high idle time (utility trucks, tree people) are having trouble with today's new diesels because of the regeneration issue. This gas engine option should do well. It will be the only game in town.
As for the gas engine, a smart move. A lot of users who have high idle time (utility trucks, tree people) are having trouble with today's new diesels because of the regeneration issue. This gas engine option should do well. It will be the only game in town.
QRTRHRS
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Daimler has phased out production of Sterling so only existing stock and used are available.
As far as a medium duty Ford truck. Not sure what the equivalent model in the International line would be but I would think there would have to be a big difference in price to make buying a Ford over an IH a worthy consideration.
I really have to shake my head when I see the fancy crew cab after market Ford medium. Man oh' man, what they cost and then the hit to sell one? If my pockets were that deep, I would be wanting something built by Paccar.
As far as a medium duty Ford truck. Not sure what the equivalent model in the International line would be but I would think there would have to be a big difference in price to make buying a Ford over an IH a worthy consideration.
I really have to shake my head when I see the fancy crew cab after market Ford medium. Man oh' man, what they cost and then the hit to sell one? If my pockets were that deep, I would be wanting something built by Paccar.
Red Horse
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The Internationals are 4000's (4400's, 4600's etc. Look at the spring hangars on a 4000 series Internationaland then check out a 750- assuming they are same axle rating, the part nos.are the same. Biggest difference is the Internationals built in the JV plant are not sold in US. Plus the US 4000's have such things as multiplex wiring-and of course the International DT-466 engine.
QRTRHRS
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Not sure if Ford had used both the 3126 or the C7 but they are now using the Cummins 6.7 due to CAT's pulling out of the truck engine market. Somewhat apples to oranges. Not sure but I would expect operating costs to be much lower on a DT-466 as opposed to the CAT.
Ryan03
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The DT466 is now referred to by IH as the Maxxforce DT.A couple key differences between the old DT466 and the new Maxxforce are the addition of a 4 valve cylinder head, and common rail fuel injection. Based opon my daily experience with a fleet of IH trucks, I would not consider IH's multiplex electrical system to be an advantage over comparable makes. IH has made many improvements to its multiplex electrical system since its introduction around 2002, but IMO still has a long way to go.
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Red Horse
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Ryan,
Interesting to hear your first hand comments on multiplexing. Can't say that I understand it too well but it is the future correct? I believe Volvo/Mack is now multipexed- not sure about Paccar. But it should simplify wiring-and in particular with all of the added electronics, I would think anything that reduces wires, connectors etc has to be a good thing.
Going back to the Ford issue, the big question remains- what will Ford do? I think that given the fact they spent the money to engineer the gas engine into the 650, says they have a plan to be in the business. And I think the future in class 6 7 and 8 is good as the economy slowly improves. In particular, I hope if ford gets back in, they concentrate on vocational trucks. the old Louisvilles were in my book a good bang for the buck.
And as intermodal rail takes more and more long haul trucks off the road, there will be a big market for short haul class 8's-no frills- no sleepers no 500 HP engines needed to make the final delivery from the railyard to the final destination or freight terminal where it gets broken down for local delivery.
Interesting to hear your first hand comments on multiplexing. Can't say that I understand it too well but it is the future correct? I believe Volvo/Mack is now multipexed- not sure about Paccar. But it should simplify wiring-and in particular with all of the added electronics, I would think anything that reduces wires, connectors etc has to be a good thing.
Going back to the Ford issue, the big question remains- what will Ford do? I think that given the fact they spent the money to engineer the gas engine into the 650, says they have a plan to be in the business. And I think the future in class 6 7 and 8 is good as the economy slowly improves. In particular, I hope if ford gets back in, they concentrate on vocational trucks. the old Louisvilles were in my book a good bang for the buck.
And as intermodal rail takes more and more long haul trucks off the road, there will be a big market for short haul class 8's-no frills- no sleepers no 500 HP engines needed to make the final delivery from the railyard to the final destination or freight terminal where it gets broken down for local delivery.