Stray Kat

Why is this topic in the performance section?

Guys I wouldn’t fret too much about the limitations of the F150 in cases like towing long distances. For one thing having ridden with other drivers while towing medium to heavy loads with various tow vehicles I can unequivocally say that at least half the problem is the “nut behind the wheel” and I mean that very seriously. Commercial vehicles like F450 and F550 have tuning maps that are blunted for the very simple reason that drivers abuse the hell out of their vehicles as a rule and not the exception. Secondly transportation and vehicles meant to be mobile will be completely rethought in a very few short years. There will be trailers of all kinds becoming more streamlined and many will be equipped with their own battery storage system which can and will serve as a battery extender for the tow vehicle. Many campers for example with be covered by a solar array and will actually serve as both a remote energy reserve and probably also be able to supplement your home’s needs after a power outage much like the F150 Lightning can. Elon Musk has spoken about this but rarely I hear anyone mention it. The so called “grid” of the future will be very different and will be comprised of power generators, storage facilities owned by communities and eventually millions of private home and vehicular storage points. Eventually society will be sucking up solar energy in various ways on a scale no one is even talking about yet, except Musk.

It’s not just a cost issue with the pistons. It’s the location of the top ring. On a normally aspirated modern engine the top ring is located much closer to the top of the piston. This is done to reduce unburned fuel and thereby clean up emissions. This ring placement leaves less material strength above the ring land. They can crack or burn far more easily. A typical piston designed to withstand a power adder has a lower ring placement leaving a much stronger and cooler running piston dome.

With a crank mounted 1:1 oil pump you are over pumping oil sometimes by a lot. As rpm’s go up cavitation can be a problem.

I don’t know how true it is but I heard Robert Yates had some input on the LS cylinder heads.

What’s the deal with port injection and “bowl” pistons. Seems like those would be more in line with a DI system. It will be interesting to see the breakdown here.

I just watched a video that says the 6.8 has a forged crankshaft and the same 4.22” bore as the 7.3 with a shorter 3.68” stroke.

You utterly and completely missed my point.

Check it out man. Ford is building V8’s in 2022, that’s a blessing in itself. These engines are probably some of the last of their kind. I look at engines like someone might look at a lathe or a milling machine. An engine can survive and be revived for a hundred years. If an Achilles heel is built into something it’s a detriment for a looong time. This is especially true if the competition is not building in the same hurdle. The two main oil galley system on the 351 Cleveland just killed that engine’s reputation not because it didn’t work. It’s that there was no headroom built in on an engine that was capable of much more than it was delivered with in the cars it came in. I just want Ford to be the best. That’s all.

I don’t know what bowl shaped pistons are for but I’m not crazy about a cast crankshaft. Im sure it will be fine as an entry level engine but the outgoing 6.2 has a forged steel crank. Guys that bolt on blowers might find the limits on that crank.

Also 7Mary3 what makes you think the cylinder walls in a 7.3 aren’t thick?

You will see a 6.8 Godzilla

A couple things here. The block is made out of iron on the 6.8. I’m almost certain of that. Second, as I came to discover from a talk on TFL it is an actual fact that an electrified vehicle like a hybrid will be legal in post ICE California. For how long that’s another matter. See the thing is lots of F250’s and 350’s are sold for consumer use which would give Ford a huge incentive to offer an “electrified” Super Duty.

I bet one crisp dollar that the 6.8 will be coupled to a Powerboost system similar to the 3.5 Powerboost. I know I know you heard me pining for that combination in the Raptor R. No such luck. I can’t think of a more dynamite combination of a brawny V8 given the opportunity to get diesel like fuel mileage while at the same time becoming the ultimate work truck/over lander/ race car or toy hauler. What if? What if Ford gives us an F250/350 with all that capability? Not only that an electrified Super Duty will be able to skirt that California ban on ICE vehicle sales.

I don’t remember where I read it but on another forum someone claims to have been told by “someone in the know” that the 6.8 is a larger version of the 6.2 rather than a smaller version of the 7.3. That doesn’t make any sense at all but nothing makes any sense to me anymore nor am I ever surprised.

I doubt the 7.3 is getting canceled. It is already on the small side of a new wave of fuel agnostic engines coming for use in medium duty trucks. The Isuzu NPR is the baby with a 6.0 GM engine option. Ram is coming with a Cummins built gas/gaseous 6 banger pretty soon. The Cummins engine will probably be seen across the board up to certain GVW’s. I believe the Cummins engine will be larger in displacement than the 7.3. That 6.8 is for F250/350 and Class C RV’s I’ll bet. If Ford does a 6.8 hybrid with a ProPower onboard system in those vehicles they will simply own those categories. I was hoping the combination was going in the Raptor but alas no. Let’s hope Ford can find a way to do it on these.

I agree but would like to take it one step further. The 6.2 Raptor engine is everything the Mod needed and absolutely got zero interest from an enthusiast’s standpoint. I saw the video where Brian Wolfe gave the reasons why Ford detoured away from OHC’s. In some ways Ford sticking with the DOHC V8 and building them for the masses is one of their greatest achievements. Except for a couple Japanese DOHC V8’s there are very few affordable DOHC V8’s in the market. As a matter of fact one could argue that the Mod, Coyote and AJ-V8’s are some of the most technically leading V8’s available for the average person. Every one of those has been sterling and capable of mind blowing performance. With that ☝️said as a Ford performance enthusiast I am extremely happy Ford now has an offering that in my opinion supersedes the GM LS platform for every reason it is popular. My hope for the 6.8 was that it would be lighter with an alloy block and a more compact induction system. If Ford does introduce such a stablemate to the 7.3 and they keep it simple with port injection only then I think Ford could really put a period on the final heyday of the traditional pushrod American V8. I realize times are tough and sober minds must plan for the future but here we are right now with an opportunity to win a whole new generation of enthusiasts. Do we want to capture them? I think yes.

What’s new on this subject? Has anyone heard any news at all? September is S650 Mustang reveal month I know but will Ford “sweeten the pot” with a 6.8 V8 engine announcement? I heard some disturbing news the other day on another forum that three top Ford ICE engine dyno engineers were handed their walking papers. That’s very sad news indeed and I hope those guys get an opportunity to continue their careers in some other capacity. I’m really starting to think the 6.8 is not going to happen. The F150 Lightning is exceeding most expectations and I’m starting to see that EV may even be practical for 3/4 ton trucks sooner rather than later.

Do you watch any of the NASCAR Modifieds? I’m wondering if any of those are using Ford power of some kind?

Okay gang explain to me why the decent quality EV has to run a 9 second 1/4 mile? People in the snow country were doing quite well with the front wheel drive cars now everything has to be AWD dual or triple motor? Lol ! I think Ford should offer an entry level something EV with a single motor and lower cost and greater range. A Maverick perhaps?

My question is why does every F150 Lightning have to be dual motor AWD? Certainly those features are whiz bang cool but there are plenty of reasons to build an inexpensive truck that is cheaper, is lighter and gets better range due to the fact you’re not operating two motors. How about one motor at the rear axle for plain Jane work trucks?

https://youtu.be/sQyhneqdA6Q

C’est la vie

Okay so that’s how it is huh? So I guess Pall Land & Marine, (a local government contractor here) is just wasting their time designing elaborate air filtration systems for military hardware destined to be used in desert and other dusty conditions? I haven’t said a word since I made my point clear a few months ago. Yesterday was the reveal and the one area that is critical to the success or failure of such a product was not even discussed. Make of it what you will. I’m sure engineering has it figured out but it is no simple solution. (Read that as expensive) Why do you think this thing is 105 grand?

Okay jcw I don’t think I could’ve written out my point any nicer. I waited all day to watch every video available. There is obviously still an embargo on the engine compartment. Listen I want Ford to succeed as much as anybody. I’ve been a dyed in the wool Ford enthusiast all my life but that doesn’t mean I’m not going to point out what I think are problems or potential problems. I guess you guys are all getting a big kick out of me beating this drum but you know what? The engineers at Mopar think enough about the potential for engine damage through dust that they built an air filter housing fit for a helicopter. Andre from TFL took a deep dive into this Raptor R and the engine engineer gave all sorts of interesting details about the engine. I mean everything EXCEPT how ya gonna protect that supercharger in heavy dust conditions. I mean c’mon guys we heard about every detail including oil pan depth, exhaust manifold design and even the material they were made of. We heard about motor mounts and blower pulley sizing. Everything but the suction side of the airflow system. Hey, I’m happy to be wrong here. Please if you know more about this bring it to the fore now. At the moment though the most interesting part of that whole engine deal has been conspicuously left absent.