blwnsmoke

I posted this before but they have some M SDs running around with the 5.0 and a 5.8DI in the 2017MY. Will be curious to see what comes of it.

Exactly what Fordman stated. For example, anything over 10k GVWR in California requires the vehicle to be registered with DOT stickers and those stickers must be posted on the truck and requires the vehicle to follow all DOT requirements/laws. So in CA, people will choose the 10k option to get around that.

MUCH nicer looking then the Prius!! https://www.yahoo.com/autos/hyundai-s-prius-fighting-hybrid-1326081518223414.html

1919 isn't extremely low for a F250. SD diesels weight in around 8,200lbs +/- depending on configuration. With a 10,000lbs GVWR of a F250 - 1,919 means his truck weighs in at 8,081 pounds which is right in the ball park. My F350 Diesel CC Platinum has a 11,500 rating which if you subtract my sticker of 3,239lbs which puts my truck weighing at 8,261 a difference of 180 pounds between mine and Segel10's truck. 180lbs is quite easy to option in or out with a truck. And as stated above, if you option the 6.2 gas instead, you can be over 3,000lbs payload. That is the reason it is worth the $1,000 or so to go from a F250 to F350 because of the payload rating difference. Even with the F350, you can downgrade the payload with 10k, 11,4k and 11,5k options so I really don't know why Ford even makes an F250.

I don't want to sidetrack this thread into a Ford 6.0 discussion when it is a VW discussion but I'll just reply to a couple points you made on where I will agree and disagree. Fuel starvation - Ford came out with a blue spring update (did it to my truck). The truck would starve for fuel when the pedal was to the floor. Pressure would drop from mid 50s psi to low 40s which yes, would kill injectors. A simple new spring "blue spring update" fixed this and did not kill injectors. What amazes me is that even Ford diesel techs didn't even know about this. http://www.ebay.com/itm/03-07-Ford-6-0L-Powerstroke-Diesel-Fuel-Pressure-Blue-Spring-Kit-Standard-Motor-/231478618716?hash=item35e5336a5c:g:zlMAAOSw~gRVslBD&vxp=mtr As far as oil goes - most who followed the diesel forums switch to Rosella T6 and I was always doing 7,500 mile oil changes. In the 160,000 miles on the truck now, it only ever had 1 injector replaced and that was around 30,000 miles where it left me stranded on the side of the road. FICM - Who the hell puts a computer mounted directly to the top of the motor?? Yes, piss poor design and the internals were subpar. I sent my FICM out to Ed's FICM Repair (1/3 of the price of the still piss poor component design of the OEM) and he gutted the bad components and upgraded them. 7 day turn around, never another issue with a FICM. I was getting 39 volts at key on cycle and then 48 volts after start up. Didn't have starting issues yet but thank god I had a monitor to see it so I could get it fixed before it did leave me stranded. http://ficmrepair.com I don't see how a FICM is emissions related. I mean I guess you could say just about anything is emissions related but the FICM was purely a computer that controlled the injectors and it had subpar parts. When built properly, they worked and lasted forever. Ford could have easily put in better components and not had issues with them. EGR cooler - Ford F'd up on this as well. When they changed from the tube style in the 2003 to the radiator style in I believe 04 or 05 they clogged much easier. Mine went out on my when my head gaskets blew at the 50k (I'm sure due to the shit gold coolant) and I upgrade to a bulletproof egr cooler (gutted 05-07 cooler with the 03 internals). This solved the coolant flow problem once switched over to the CAT-1 ELC coolant. http://www.bulletproofdiesel.com/Articles.asp?ID=304 My understanding was that IH was washing their blocks from casting sand where Ford decided not to bother at first. Not sure on that now based on what you said. In regards to HEAT.. yes, you are absolutely correct but all the fixes I listed above solved the heat problem. If Ford would have engineered this correctly, the 6.0 would not have had the reputation it has had. You fix the above issues and the motor wouldn't blink an eye at anything you commanded from it and truly last forever. And yes the VT365 did not have HG issues but the 6.0 also had a higher HP/TQ rating then the VT365. In the VT365, 10 headbolts was enough but when Ford wanted more power, it simply was not enough clamping force. It all comes down to where they can save a penny here and there by just "getting by" rather then ensuring it is built to proper specs. If a 3rd party company can use the base of a Ford or IH design and make it better (i.e. Better FICM components, bulletproof EGR cooler etc), then Ford could have done it as well. Those components again, fixed the issues so I don't blame it on emissions.. that is proof that it can be done successfully. It was a matter of not testing enough and penny pinching.. pure and simple. Can't blame anyone but Ford for subpar components that didn't last. What's funny is that given the horrible reputation of the 6.0, the 6.0s value are holding strong now. Everybody in the diesel world knows the weak points and all the easy fixes are out there. Because many of the 7.3s bodies are now rotting, people are turning to the 6.0s because they don't want to deal with the emissions crap of the 6.4 and 6.7. I LOVE my 2015 6.7 but I won't keep it 1 day out of warranty. Far too expensive to fix anything motor/emissions related. Thank god Ford came out with 8yr/150,000 ESPs this year. ---------------------

I was doing 15,000 mile fuel filter changes (every other Oil change). When you buy the Motorcraft fuel filter, it comes with both upper and lower filter and 2 new orings, not sure how your friend could ever miss changing both filters. The injector issues were more oil related then fuel. The injectors would get what they call "sticktion" where they would not fire properly (sticking so notnopening/closing cause rough idle). There was Oil additives you could buy to help with it once you started to have it which could help out with delaying replacing the injector but the end result was it would still need to be replaced eventy. Again, poor design IMO having the injectors rely on the engine oil for them to work properly. They may not have done endurance testing but to be fair, ulsd didn't come out till 2007 as a requirement and the 6.0 came out as a 2003MY. Not sure how much endurance testing was possible back in 2000+/- or whenever it was in testing.

The 6.0 wasn't really a disaster because of the emissions, there were 4 main reasons for the reputation the 6.0 had back then. 1) 10 deadbolts per head which was ridiculous. The heads simply needed more clamping force hence the ARP studs that everyone was putting on if you had a head gasket failure (had nothing to do with emissions). The motor can't handle the torque the 6.0 had stock (more then the vt365) let alone all the people who were tuning these trucks. How many head gasket failures were caused because people cranked up the power? Mine was one of them at 50,000 miles. 2) Ford did not have any sort of cleaning procedure in place when it came to cleaning the guts of the motor out. Because of that, a lot of casting sand was present in the 03-04 motors until they started washing the internals of the motor which solved that problem. Casting sand helped cause the oil coolers to block and overheat therefore starving the egr cooler from being able to cool itself which then caused the egr cooler to crack leaking coolant either internally or externally. Motors were hydrolocking due to internal leaks or at times blowing out the degas bottle. Many put on aftermarket coolant filters that would filter out the casting sand (I put one on my 6.0 and it was amazing the crap it filtered out even being a 2007). 3) HPOP leaks causing hard start or no start issues. With the injectors being oil fed, they needed a certain PSI in order for them to fire. When the oil got up to temp, it would thin out and if you had a HPOP leak, your truck will not start again because it is thin enough to leak therefore causing the truck to not build up enough PSI to fire the injectors. This would leave many stranded until the oil cooled down and thickened back up again. 4) Ford chose to use Gold coolant in the 6.0 which was the biggest disaster IMO. The gold coolant is not a diesel coolant and can't handle the temps a diesel runs at. Over time, the silicates would build up on the oil cooler effectively blocking coolant flow. What Ford should have done and MANY owners of 6.0s was to do a coolant flush with VC9 and water to get all the shit coolant (i.e. gold) out of the system, replace the EGR and oil coolers and then put in a Cat-1 ELC rated coolant (what the VT365 uses) in there. That coolant does not contain silicates that would break down and clog them. I don't consider any of those things related to emissions and yet these were the 4 biggest downfalls of this motor. Only thing I can see related to emissions is Ford being forced to go from the 7.3 to the 6.0 because of emissions. But the failures were not emissions related. Put on APR studs, the correct coolant and insure the oil/egr coolers are clean and the 05-07 motors are very strong and considered "bullet proof". It is amazing how strong these motors run when they are setup correctly. Sorry about going on a rant but didn't want the wrong info out there. Many consider the 6.0 to be fantastic motors now because everyone understands them and what the downfalls were and how to fix them.

I was just coming to post a different article basically stating the same thing.. have to really laugh at their response. http://finance.yahoo.com/news/volkswagen-says-diesel-cheating-result-152502135.html LOL.. really?? It's the U.S's fault that you had to cheat?? Maybe they should sue the U.S. for making them cheat to recoup some of the expense.

I'm still confused on this. If they are selling a kit, does this mean no software needed? The fact that the ford IVT team has publicly posted there is no way to upgrade (obviously we have seen it is possible) led me to believe it is software too. But if they sell the parts as a kit, seems it is just hardware. If just hardware, you can get the part numbers and order yourself from the discounted ford part sites like autonation that sells everything at 10% above cost. It will be far cheaper to do that then buy this kit, again if it is just hardware.

https://www.yahoo.com/autos/s/fiat-chrysler-fined-70-million-for-hiding-deaths-161828445.html

I still don't believe them... https://www.yahoo.com/autos/s/vw-chairman-says-winning-back-trust-top-priority-102610425--finance.html

I know the 2017 has no changes to the motor except an increase in HP and TQ. Someone will correct me if I'm wrong but my understanding was that the 6.7 meets the next level of emissions requirements. The only thing I'm hoping for in the future is for Ford to redesign the DPF system so there is a 9th injector in the exhaust to burn off the soot instead of injecting fuel on the exhaust stroke of the passenger side bank.

All because of some rogue engineers.... Bwahahaha..

A rat or a law abiding vehicle? I'm glad for this.. only scum knowing do hit and runs and I am glad they caught her.

Doesn't matter whether it is a mule or not, it can be a one off incident just like the Superduty had. Will have to wait and see what ends up being the culprit.

Correct, it is standard. Infact, the Platinum is still technically a lariat if you can believe that one. Had to blow this up and screen shot it..

I wasn't referring to base MSRP which is why I said the higher trims (KR and Plat). Ford generally packages everything into them at that trim level which forces you to get them. That's where the $10k increase is where I'm talking. I know on my Plat there was only one package.. sure I could add on the heated rear seats and 5th wheel prep and things like that but interior options, it was all included. Unless Ford will change it and create 2 packages like a 500a and 501a for example, I believe you will be seeing a $10k increase loaded up. Yes if you want the options, you have to pay... I get that you are getting a lot more with the 2017 but not everything is always wanted on the higher trims yet you are stuck with it. Obviously it is the best way for Ford to turn a higher margin/profit. I still believe that if someone spends $60k on a Platinum, having to spend $70k on a 2017 platinum (if my info is correct) will turn a lot of people away or force them to drop down to something like a Lariat. The problem with that was a Lariat Ultimate was only $1,600 less then my Platinum optioned the way I wanted it which is why I stepped up to the Plat. I'll be curious to see how Ford packages everything on the new SD...

Two questions regarding the SD plant. With the F150s, they fortunately had 2 plants so they could shut one down. How are they going to do this with the SD?? I believe order banks for the 2016 close around April and once they complete the builds for the 16s, will retooling begin? Or is it that they are building a whole knew assembly line for the Aluminum version and the Navi and Exp. continue to use the current line? Also heard (from a very good source) that the highest trims (KR, Plat) will see a $10k price increase. If this is true, I can't see how Ford won't lose Market Share as a loaded up truck will sticker for over $80k and don't even want to see what a loaded F450 will be. I remember paying $43k for my 07 Harley 6.0... then $60k for my 15 F350 Plat.... I just can't see people continuing to accept these huge price increases and buying their products.

Dealers starting to join class action against VW.. http://www.zdnet.com/article/dealers-hit-volkswagen-with-class-action-lawsuits-over-emissions-scandal/#ftag=YHFb1d24ec

Seems the ball is rolling on fixes for EU http://www.usatoday.com/story/money/cars/2015/11/25/volkswagen-fix-recall-emissions-scandal-europe/76359764/ If this is all it took for these... I just can't understand why they would have done this whole "cheat software"...

Thedieselstop.com Sign up and post in the 6.0 section. Tons of helpful people who are experts on this motor.

Diesels don'the have spark..

Was told they are testing a 5.8 gas motor in the SD line. It is a 4 valve, DI motor making more HP and TQ then the 6.2.

I feel bad for the sales people who are on commission. First the TDIs, now almost every VW..

Dealers can lock in your rebates at time of placing your order but it must be requested as Akirby stated. If you lock them in, they are good till delivery time. If the rebates are better at time of delivery, you can get those instead. What you can't do is lets say the rebates were $1,000 at time of order. Two weeks later they go up to $1,500 and then 4 weeks later they drop to $500 prior to delivery You can't continue to stack rebates. It's either the $1,000 at time of order locked in or $500, you can't claim the $1,500. Here is a copy of the protection plan from 2012. Sorry I don't have a current copy but Ford still does this and the dealer can still lock them in using the email address or phone number listed.