7Mary3
-
Posts
3,148 -
Joined
-
Last visited
-
Days Won
4
Content Type
Profiles
Forums
Gallery
Downloads
Store
Posts posted by 7Mary3
-
-
On 11/2/2023 at 1:26 PM, silvrsvt said:
This is showing a start date of 1/5/2026 for the CX823 Escape...but I'm willing to bet money that sides to the right at least till the end of that year...if not 2027
Anyone notice the 650/750, E series, and F53 are not on this list? Also shows P768 as the next gen. Super Duty coming in the 2029MY.
-
7 hours ago, Deanh said:
diesels are now past tense in the 650s and up....writing is on the wall for Diesels full stop I think...isntFord testing hydrogen heavy duties?
Good point, you will see a lot of medium duty truck diesel engines phased out over the next few years due to the more stringent NOX standards coming in 2027. Stop-start technology will be one of the strategies implemented. I would tend to think that engines like the 6.7L Cummins, 6.6L Duramax, and 6.7L Powerstroke will continue due to their popularity in lighter personal-use trucks.
Cummins will have a 6.7L gasoline engine available soon for medium duty trucks, look for wide adoption by the OEM's currently offering the 6.7L diesel. Ford will finally have a lot of competition in the gasoline engine class 6 and 7 field.
A certain fleet I am familiar with may be testing a hydrogen fuel cell F-550 in the future. Interesting that it's supposed to be an F-550, not a 650/750.
-
1
-
-
6 hours ago, GearheadGrrrl said:
Good points, typical small business that needs trucks starts with whatever car they have, then as volume grows they upgrade to a van or pickup. Beyond that Ford loses them with uncompetitive medium duty offerings and nothing with more than two axles that can pull a single "pup" trailer at best. Daimler understands this, that's why they've got their Mercedes car dealers selling Sprinters!
Mercedes had to give the Sprinter to their car dealers, Freightliner dealers wanted nothing to do with them! It played out well now that Daimler Trucks has been spun off of Mercedes-Benz. As for Ford, 'medium duty continues' at Avon Lake doesn't mean much, I think they are just telling the UAW that the product will continue for the foreseeable future and no workforce reductions are planned in connection with the medium duty trucks.. I don't see Ford spending any money on the 650 and 750 considering their sales volume and offering vendor-supplied engines and transmissions along with more chassis and axle options will very likely make the trucks even less profitable than they are now.
-
On 10/27/2023 at 4:35 PM, twintornados said:
The E-550 can be marketed as a formidable competitor to Hino and Isuzu in the LCF market and massaged up to an E-600 for further market competition.
To a certain extent a class 4/5 E series could play in that space, but I still see significant advantages to the Isuzu/Chevy/Hino LCF's. Shorter BBC, tighter turning radius, 3 person cab, no need to fabricate a back wall for the cab if required, very easy upfit, reasonably sized 4 cylinder diesel availability, and generally speaking a robust commercial vehicle with great resale.
-
2
-
-
9 hours ago, twintornados said:
The LCF would have done much better had it been given a proper motor instead of a crappy powerstroke with two cylinders chopped off.
Understatement. The Mazda-sourced cab unsuitable for drivers over 5'9" was probably a mistake too.
-
Freightliner finally ditched that instrument cluster left over from the 'Business Class' FL days along with the Chrysler sourced dash vents.
-
Freightliner seems to have addressed my major gripe of the M2 and SD trucks- a lousy HVAC system. The rest of the truck sees a lot of detail improvements, and some of the changes are for easier upfits. And there is the transition to all Cummins-based engines. Freightliner is moving in the right direction.
Compared to the F-650 and 750 I would say it's better in all respects, and in some areas substantially. The Freightliner is, however, more expensive.
-
On 9/25/2023 at 2:41 PM, Bob Rosadini said:
Probably but I'm sure it will be at a big premium to the7.3 or a big block GM-or however that is that buildfs a clone..there is one correct?
Yes, Powertrain Solutions still offers a 8.8L version of the old Chevy Big Block. Navistar uses it in school buses, both gasoline and LPG. Never understood why Navistar didn't extend the option to trucks, but maybe they will now.
-
15 hours ago, iamweasel said:
Freightliner and PACCAR will be offering the new Cummins Gas B6.7/7.2 variant starting in 25CY - with Allison transmissions - so I'd be really nervous about that if I was Ford. Ford had the luxury of being the only game in town when it came to Class 6-7 gas motors but now others are joining the party, with a more sought after transmission, too. The Cummins B6.7/7.2 will go up to 300-350HP / 660 torque which is plenty for that class.
Cummins even claims the gas variant will have the same B50 life as the diesel. If true that is pretty groundbreaking, but that certainly defies conventional logic regarding engine life ratings between gas and diesel.
Ford will no doubt beat Freightliner and PACCAR on price, but Ford will likely lose market share. That is if they are still in class 6/7 come 2025.
Heard rumors that Ram will use the Cummins gasoline 6.7L, but I don't believe it yet. I see the Hemi staying in production for trucks.
-
15 minutes ago, Bob Rosadini said:
Correct on the increased 7.3 production. Again, any clue how big the class 6 and 7 markets are in CA and OR. CA must be huge. So all the players in those states will need a capable gas power plant. Someone will be a big winner I would imagine.
I think Cummins will be in a pretty good position with their 'fuel agnostic' engines for class 7 and 8.
-
This, coupled with Ford's renewed interest in hybrids, is disturbing.
-
1
-
-
I noticed in some other threads that it was mentioned Ford is notifying the UAW that they are planning a significant increase in 7.3L production. Again, probably related to increasingly stringent diesel emissions regulations. I see more gasoline powered medium duty trucks.
-
14 hours ago, Rick73 said:
Tentative commitment from Ford to union to increase 7.3L capacity with production starting in 2028 is interesting. It suggest to me Ford is not anticipating (or planning on) a BEV Super Duty, at least in significant volume, and also that some diesel demand may transition to gasoline. Apparently investment in ICE continues, though possibly at lower level?
EPA and CARB are going to make it increasingly difficult and expensive to get diesels certified (particularly to meet NOX standards) starting in 2025.
-
1
-
-
1 hour ago, CoolScoop said:
What's really puzzling is why go to the expense of installing the fully wired amp with no componets on the circuit board and the subwofer assembly without the magnet. Why not just cap off the wiring harness... that's crazy, lol.
That's just it. Why manufacture and install a bunch of parts that add no value to the vehicle whatsoever? I can certainly see leaving non-essential components off due to supply constraints to get the vehicle in the customer's hands as soon as possible. Either don't charge the customer for the missing parts or install them later when they become available. But this is ridiculous.
-
Love to hear the reasoning behind this one. Because there isn't any rational reason. Ford is on drugs......
-
2
-
-
4 hours ago, Bob Rosadini said:
Here in Northeast, heavy 750's were used by many utilities in the Cautillan/Blue Diamond era as heavy line/bucket/polecat trucks. Never see the OAP trucks now..all FL and Navistar.
Surprisingly Paccar hasn't made a move there.
I suspect it's because of the transmission. No Allison in the OAP trucks. I think the Torq-Shift transmissions are limited when it comes to P.T.O.'s. We had 'Blue Diamonds' with the 3000 World transmissions in them. But really, I don't think Ford cares about the specialized vocational end of the class 6 and 7 market.
-
16 hours ago, Bob Rosadini said:
Yes and exactly what the CARB loons want.
You can bet your last dollar that the EPA will eventually adopt the same standards nationwide, sooner rather than later. Of course the new CARB standards will be adopted immediately by the other CARB states, so these new NOX standards are well on their way to nation wide adoption anyway. From what I understand, new standards are going to be hard for diesels to comply to, particularly medium duty. Could be good for Ford and Isuzu, however.
-
This is interesting, and we will likely be seeing it happen more often:
-
The BrightDrop vans are not in the same class as the Transit EV. The BrightDrop vehicles are purely commercial trucks for last mile delivery like FedEx. The BrightDrop has more interior volume and is a 'step-van' type of vehicle. From what I understand, GM is planning a BEV van to compete with the Transit EV that will be a 'ground-up' EV along with (surprisingly) an updated Savanna/Express ICE van.
-
1
-
-
On 9/8/2023 at 8:50 PM, rperez817 said:
Ford should keep Ford Blue highly profitable in the short term by gutting the crap out of vehicle development while its current products complete their lifecycles. Blue is a placeholder that will be obsolete by the start of the next decade, so Ford's focus nowadays for it should be extremely aggressive cost cutting and complexity reduction. All investment associated with new vehicle and technology development at Ford should be devoted to Model e and Pro business units.
For better or worse, Ford has to do that. They have bet the future of the company on BEV's, if they fail Ford fails. But I don't think BEV's will fail.
I wonder about Ford Pro though. Sure the volume is there, but what about the margins? There are a number of vehicles in the Ford Pro lineup that I believe gemerate little to no profit.
-
1
-
-
Still no news on the F-650 and 750. Ordering is closed for the 2024 MY, nothing on a 2025 MY. Any dealer people have any information? Might hear more as UAW negotiations continue.
-
Crowns were expensive (as were Gilligs), but California school districts could justify the higher price as Crowns and Gilligs typically outlasted other school buses by a significant margin. Many of the 50's era Hall-Scott powered Crowns were re-engined with diesels and stayed in service for decades.
-
1
-
-
15 minutes ago, Bob Rosadini said:
My son is N bound on 495 NW of Boston this AM and snaps this shot of what I think is a Crown with CA plates...Is it? Long trip for an old vehicle like that!
7M3...Is it a Crown..Never saw one with a pusher...not much room for an engine I would imagine
That's a Crown! Most tandem Crowns were twin-screw. Plenty of room for the engine, usually a horivontal mount 6-71 between the front and rear axles. Some were Cummins too, but the early versons had Hall-Scott gasoline power. Radiator is on the left side behind the left front wheel, you can see the grill. Big luggage comtarment in the rear. One well built bus.
-
Might be right about the chassis, maybe it was the other way around. The diesel N was on an H chassis. Both the diesel N and the H had the Cummins engine laid over about 30 degrees to the right side. Yes, the H series prototypes were built by Hendrikson and PIE was one of the test fleets. Funny thing was as far as I know PIE never bought any Ford H's!
Neat feature of Page & Page rocker arm tandem suspension was that the load distribution could be adjusted between the axles. 50%-50% to 70%-30% on the dead axle.
-
1
-
New Light & Medium Duty News
in Ford Motor Company Discussion Forum
Posted
Yes, it's getting interesting here. Isuzu will continue to offer Cummins diesel powered FTR and FVR (Chevy LCF 6500 and 7500) trucks in California for the 2025MY, but not the 4HK1 powered N series trucks.
Also noticed the Pro-Loader 650 models are discontinued. Their place is taken by the F-600 anyway. No air brake option for gasoline powered models, looks like Ford gave up on that idea.