jpd80

Also has rubber timing belt and oil pump belt that must be changed at 150,000 miles

It’s only taken ten years to get cylinder deactivation on a Coyote.........

I meant control by home room Current Bronco and NG Ranger development out of Melbourne, Australia

Yep, CY2028 that’s when Ranger and Bronco come back under North America development.

FYI, there’s a strong rumour that the 2028 Ranger will indeed be based on the same architecture as the BEV F150 and that the global Ranger will continue on a version of T6 until ICEs are no longer required.

Europe is also starting production of hybrids for Escape, S-Max and Galaxy as buyers move away from diesel power. Ford Europe also being hit hard with chip shortages so everything in chaos at the moment.

The way I heard it was that up until now, Ford had been favouring F Series and Explorer with chips over other vehicles but yes, they’re now talking of building and storing some production without computers to be fitted later at dealerships. I get the feeling that Ford forward built its most profitable trucks so now it can stand down plants this month while it Waits for more supplies. The hole seems much deeper over at GM.....

In that dysfunctional period (2001-2006) under Bill Ford, the company began losing billions and just forgot how to make money. Those that you mentioned were just a few of the many problems at Ford, it just didn’t know how to cope in a changing market. It was common knowledge at Ford that the only two models carrying Ford was F Series and Explorer, everything else was a massive drain save for Volvo which pretty much carried PAG until its models were too tired to sell in decent numbers.

Correct.

Nope, there’s a pause this month. Last month, Ford produced over 61,000 F150s and over 33,000 Super Dutys, over 32,000 Explorer. there’s only a small number of F Series being built without ECUs, those will be held until the ECUs are available and shipped to dealerships to be fitted. There should be little if any impact. This month is telltale that Ford would rather slow production than build too many vehicles without ECUs. and if it’s any consolation, GM produced 50,000 less vehicles than Ford did last month, so things could have been a whole lot worse than they are...

Good news for Ford production last month, producing over 94,000 F Series but only 1,000 F650/F750 all figures posted in ice cappades’ inventory thread......

So this will directly compete with the Maverick, I think that Ford has played the right card here......

Since inventory is linked to production, let’s look at what Ford managed to produce in March Explorer...........................32,200 Aviator...............................3,329 Mach E..............................6,709 F150 Dearborn................31,115 F150 Kansas...................30,810 F-Series Chassis...............2,860 Mustang............................9,586 Bronco Sport...................18,414 Transit..............................15,109 Super Duty........................30,611 Expedition..........................8,737 Navigator............................2,035 Escape..............................20,937 Corsair................................4,085 Bronco...................................127 Ranger..............................13,393 Ford GT...................................24 Edge..................................12,217 Nautilus...............................2,721 E Series................................4,049 Super Duty OHAP................1,749 MD F650/F750....................1,076

This all plays well for OAC and Canada keeping its auto manufacturing. Had Mark Fields persisted with building that new plant at San Louis Potosi, well that was four or five plans ago but I could easily imagine all of that production going to Mexico.

The moment that Ford decided not to develop cylinder deactivation for the Boss 6.2, it was clear that it’s time in F150 would be limited thanks to tightening CAFE regulations.

Context, the D3s (Fivehundred) were not developed under the auspices of the Large car division, it was developed under the truck division with express orders that it not compete directly with panther based cars, so it was given an engine and gearbox aimed more at fuel economy even though the reality didn’t quite match the vision.....

They still buy hardware from Bosch but all the software is now written by Ford engineers, something that still triggers Bosch.

For any faults, the Ecoboost strategy was the right way for Ford to go in spite of any early problems as Ford had no choice after its own cylinder deactivation program crashed and burned. id still like to see the 600 HP version from the GT in a super hot Mustang, probably go well in export markets as XR6Turbo or some other name with local reference

This is also why service industries and transport sectors have grown over the decades while manufacturing jobs have declined, there are just to many jobs linked importation and an delivery of goods. All those vehicles need efficient roads and railroads and depots, so much infrastructure.

That head cooling problem was a result of the Cyclone V6 development preceding the application of Ecoboost, that and the fact that early direct injection on the EB 3.5 was positioned for side entry instead of at the optimum top center position. It’s to fords credit that it continued to develop the engine and correct early deficiencies. and better, they did it without Bosch.

That was also a long time ago and originally intended for Ford Europe as a way of protecting gasoline engine sales in the face of almost landslide move to diesels. The power and torque levels originally used in the European EB 2.0 was something like 200 hp and 225 lb ft, I could imagine it working well in low boost but fuel economy suffering badly the moment the wick was turned up. which is why US powertrain couldn’t repeat Euro derived economy, not even close. Derrick Kuzak bought the 20% better economy lie and spread it to Mulally not realising how much work had to be done to even get close to that number....

You’re missing the point, those truck castings are just what we see today, and if the 7.3 castings can go that far, who knows what Ford will have on the 6.8. As I’ve said before, we don’t know whether the 6.8 is pushrod or OHC, the capacity alone makes it a much bigger air pump than the 5.0, what Ford puts on top of that makes or breaks the engine.

I think I know why Edge won’t be missed......

Don’t get me wrong. I’d love to see inline engines come back but looking at how much investment Ford has made in the cyclone V6s, I just don’t see Ford trashing all of that before getting a return on things like Powerboost and the 3.3 Hybrid

https://www.racepagesdigital.com/godzilla-rising-your-next-blue-oval-racer-might-be-powered-by-a-7-3-liter-engine-and-the-man-who-championed-it-is-leading-the-charge/ Thanks to a race port job from Visner Engine Development, these factory cylinder head castings yielded nearly 400 cfm at .900-inch lift. That rivals some of the flow numbers Wolfe saw from his prior aftermarket race castings.