Flying68

If I were a dealer principle and saw his rantings, that would be a fireable offense. Disparaging your brand online is a big time no-no.

Important thing to remember is that Toyota finally dropped their gas hungry V8 for a modern TT V6. Sales should level out in the next couple of years for them as the newness wears off.

I guess I don't understand why somebody would trade a vehicle with known issues instead of going through lemon law process to get a buyback. Guess stupid is as stupid does.

Current Diesel Electric locomotives are diesel generator direct to electric motors, there is no battery buffer. They run the diesels to whatever power level is required to power the motors. Union Pacific is testing a hybrid setup where one locomotive would be a standard diesel electric and the second would be a battery bank that could be recharged either by the diesel motor or the grid at a depot. The standard diesel electric is more efficient than a mechanical drive because of the complex transmissions that would be required to power all the trucks, plus you can power multiple locomotives with only 1 engine running. 150kW is 201 Hp. As can be seen in the link below, the industrial 6.8 V10 produces 201 Hp at 3200 rpm, which is probably its most efficient point. For charging you would want to run at peak fuel efficiency, for direct power generation you would want to run at the power required. A coyote has a peak fuel efficiency around the 150 Hp mark. A small engine would have peak fuel efficiency less than 100. Don't confuse maximum power with constant operational efficiency power.

This. There are actually 2 ways to run a generator, the first and most desirable is at peak efficiency. That would be finding the point in the RPM vs Hp band that has the lowest specific fuel consumption. Ideally this is where the bulk of the recharge would be, likely equivalent to a lower RPM with a lot of vacuum. The second would be to run at peak power output. This would be used to supplement the battery (likely bypassing the recharge) and supply maximum kW to the motors directly. This is though would require a generator that can operate efficiently at that peak power input rpm and has the capacity to efficiently generate power there.

Freedom of travel is a right. Everyone can "walk." Driving a vehicle is a privilege. Privilege cannot encumber a right.

What are you like 5' tall? Rear set leg room on a supercab is 33.5, about the same as a Ranger, on a supercrew it is 43.6. The Explorer is 39. The rear leg room in a supercab is way to tight for adults, whereas a supercrew gives plenty of leg room for people that use trucks. If you have 4 people that are 6' tall in the truck you want that space. 37" of rear seat leg room would be a killer on sales.

Carfax really needs to distinguish between an accident that causes structural damage (requires bending unibody components back into place) and R&R crashes. So many collisions anymore are remove and replace repairs which have 0 effect on the safety, reliability, or drivability of a vehicle. Our MkC was hit twice in the back. Both times the repairs consisted of replacing/fixing the exhaust, replacing the rear bumper, and replacing/repairing the rear hatch. Nothing structural was ever damaged, no airbags deployed, no suspension mount points were displaced, yet the hit on the value is tremendous. You can't even judge an accident on repair cost either as a single tail lamp and rear bumper cover on my Expedition was $4000ish to replace from a parking lot impact.

Well ours finally arrived yesterday after a bit over 5 months. Did the paperwork today, pick it up Wednesday. Got it on X-Plan.

The biggest advantage with additive manufacturing technology is the ability to make complex shapes that can't be done efficiently or accurately enough with conventional manufacturing techniques (stamping, casting, machining). Aerospace is making flight worthy parts now using additive manufacturing, but again, it is limited to application where traditional methods can't be used due to cost or ability. Laser sintering is a cool technology, but the cost structure just isn't there yet for mass production. It is great for very limited production because it doesn't require one-off tooling. Until cost per unit comes way down, laser sintering will be limited to small batches of specialized parts. The capability to print almost anything is there, but it doesn't mean it is "production" ready. If your main job is prototyping parts for others, it is the perfect tool. If you are trying to build 1000 units a year, you are better off figuring out how to manufacture it with conventional processes.

The p0446 is most likely a bad vapor canister purge valve, but it could be almost anything related to the evaporative emissions control. I have had to replace a purge valve on my 2012 explorer. The other 3 codes are related to the cam position sensor on intake bank 2, sensor "A". Probably a bad sensor based on age, but could be a more serious problem with cam phasing or timing. The purge valve code will always be present until you replace it. The low power, stuttering, is because the ECM has no clue where the cam is and is pulling back or causing misfires.

That is good for you. Mine was built 5/11, didn't ship until 6/4, got to Portland sometime before July 12th and had yet to be loaded on a railcar the last time my salesperson checked.

Salesperson responded Friday that our '24 was still in Oregon but had an ETA of 9/8 to 9/14. For the life of me I can't understand why it takes so darn long to get off a boat, through customs, and on a train. If it takes that until 9/14 that is 9 full weeks to get from Portland to dealer. When I ordered my Explorer in '11 it only took 8 weeks from order to dealer. If Ford/Lincoln can resolve the logistics/shipping issues they would be selling twice as many Nautiluses.

Well the tracking site was last updated 7/25 on ours. Still waiting for my sales person to give me an update from VINVIEW. Last we knew it was sitting in Portland waiting to clear customs and get on a train.

Lab testing, development testing, and real world user testing are not the same. Laboratory testing is usually with one-off hardware and is mostly used for POC validation, rapid lifetime testing, etc.. Development testing on a vehicle is usually with pre-production hardware or low rate production hardware. This tests function and durability but can't replicate real world use, no matter how hard you try. Once hardware enters production, any number of changes can happen to the actual pieces and parts, whether it be material or process changes, machine changes, or small design changes. With supplier parts, suppliers can often make what they think is a minor change that doesn't affect fit or function but can have disastrous effects on durability and life. Other times it is just the shear abuse that the masses of people put products through. It can also be a minor production change that changes the installation process. That is how engineers miss things. It isn't incompetence most of the time, although that can happen. Biggest reasons for quality problems that aren't production related or supplier changes is that the part was designed on the edge of reliability to save cost or to gain some performance benefit and the in-house development testing didn't show a failure.

Guess some people need primers on the various electrification scenarios. BEV - Battery Electric Vehicle - Propulsion from electric motor, energy storage through a large capacity batter. Plug in charging only. FCEV - Fuel Cell Electric Vehicle - Propulsion from electric motor, energy storage in a hydrogen cylinder, fuel cell reacts H2 with O2 to produce electricity. Refuel at a hydrogen station. HEV - Hybrid Electric Vehicle - Propulsion from both a electric motor and ice either in series or parallel through a transmission or split front and back, energy storage in gasoline/diesel tank and small battery to capture regenerative braking and provide energy to electric motor. ICE charges the battery. Vehicle can operate off either ICE or EM or both at the same time. PHEV - Plug-in Hybrid Electric Vehicle - Same as HEV, but with a larger battery that can be charged through a plug-in. EREV - Extended Range Electric Vehicle - A BEV with an onboard generator. All propulsion comes from the EM and battery. ICE generator runs to provided charge to slow depletion of the batter. Can be plugged in to charge and small gasoline / diesel tank filled to operate the generator. DEL - Diesel Electric Locomotive - Large gas turbines or piston engines (diesels) drive large generators to power electric traction motors. No battery, generators directly provided the power required on demand. When it comes to super duty pickups, the best technology right now would be (P)HEV or EREV. Medium duty and HD semi's could go the route of DEL (smaller, optimized generator that can generate constant horsepower while the electric motor provides the big torque) or FCEV (need hydrogen depots at freight centers or truck stops). Full BEV is available but the use case is more limited right now.

Definitely need the hybrid Navi at the minimum. Same for Expedition.

I think will be more along the lines of what I want to see which is a hybrid super duty using the same basic system as the F-150 hybrid but with a larger battery (probably not plug-in at first) paired with a bigger EM on the 10R140 mated to the the 6.8L or 7.3L gasser. I think right now Ford is hearing about the desire to have the 7.2kW Powerboost option on the F-250 for contractors and campers alike. I would expect the F-250/350 would get something closer to a 50 kW motor that produces about 300 lbft of torque. The extra battery size (like a 2 or 3 kWh) would provide the needed capacity for extended uphill towing and more room for regenerative braking capacity on the downhill.

Yea, the biggest difference is the bigger (thicker core) radiator and the trailer brake controller. I know the wiring is probably already there for the factory one, just might need a friendly dealer to enable it or someone with forscan to do it. The main difference between the Expedition (~1000 lb higher) and Navigator on tow ratings is suspension tuning, plus the Navi has generally less payload due to features. The Navi is tuned for a much softer ride so lower tow rating. The two speed transfer case is really not important for towing, it just gives you 4 Low, which unless you are pulling something up an unimproved road, it won't help you any. My dad's F-250 is a 2019 and doesn't have the pro trailer backup so I have never used it even though my Expy has it. It just takes too much time to set up and uses the checkerboard sticker, which if you are borrowing or renting a trailer is a no go. I have gotten pretty decent at backing up the big travel trailer, it is the small ones that give me trouble.

Just to add, even the old 6 speed can run warm. I used my dad's F-250 6.2L to pull a 8200lb 34ft camper to Yellowstone a couple weeks ago and on the steeper uphills the transmission was routinely in the 215 to 220 range and never was below 205. I haven't towed heavy with the Expedition, but I would suspect it wouldn't fare quite as well as it just isn't designed for sustained heavy towing like the F-250.

If you are towing in mountainous or hilly terrain, or if the ambient is hotter you will see higher trans temps. If you are towing at elevation, Ford recommends reducing the GCWR by 2% per 1000 feet of elevation. If you don't get any warnings or errors you are most likely fine running in the mid 230's on the 10 speed. Ford will derate the engine if you get too hot to keep you out of the red. I guess the one thing you can do is if it starts to get hot, just slow down and run in a lower gear until the temps come down. If it is stable though at 236 and not giving a warning or derating, you are probably fine. I am assuming you are running in tow haul mode (not sure if that is standard in a Navi without the hd tow package), if not, you can manually lock out the higher gears by using the +- buttons on the transmission dial. Tow haul just holds lower gears longer and downshifts sooner as well as keeps you from utilizing the overdrives except when load is low. TFLTruck had a video from 2021 where they were towing up Vail pass and the F-150 Hybrid derated until the temperatures cooled. It didn't overheat. BTW, only two Ford vehicles have an auxiliary trans cooler, the Escape and the F-150 Raptor. All trans cooling is done via the radiator through the heat exchanger. HD tow packages have thicker radiators on most vehicles.

Well that didn't take long. She said it was in Portland. Hasn't cleared customs or been loaded on a train yet. Gave me the invoice. MSRP was up $130 from when we ordered, but the X-Plan price was slightly lower than I had from the x-plan build and price.

Was poking around on my dealer's website and my Nautilus is listed on their webpage. So that is a positive sign that it is getting closer. The order tracking website doesn't have the window sticker yet, but I tried through fordwindowsticker.com and was able to pull it. Showed an invoiced date of 6/20, which is exactly 1 week from when the order tracker was last updated. My ship date was 6/4. So I am assuming it was sent to the dock on 6/4. Departed on the container ship on 6/13. Waiting for my salesperson to get me an update from vinview.

Your towing limit without the max trailer tow package is only 6000 lb. The max tow package has a different radiator to provide extra cooling. From what I understand, 9 and 10 in your diagram connect to hoses that connect to the radiator and are running engine coolant, which is why they have a ribbed end for the hose clamp. If you are towing less than 6000 lb, and still getting hot transmission temps with tow/haul mode engaged, you might need a coolant system flush. The 10 speed should run between ~200 and 215 F.

Can happen. Had it happen to my Explorer. Submit it to your insurance as a road hazard claim, that is what I did and my insurance covered the replacement of the condenser. BTW, the condenser is usually in front of the radiator, the cooling fans are on the backside of the radiator.