Flying68
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Posts posted by Flying68
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On 5/9/2024 at 4:24 PM, Flying68 said:
Well mine is in production, but still no window sticker. Has anyone else seen this happen? The order tracking site says "In the link below, you will find the Window Sticker for your new Lincoln!" but there is no link below. Just the dealer website link and the link to view full details, which isn't the window sticker.
Well the window sticker button finally showed up today with status showing as built. But with good news comes disappointment, I hit the button and get the sticker not available check back later.
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Figure 25% for your pin weight with a toy loaded in the back, so even with 15k of trailer weight you would be looking at 3,750 lb of pin weight.
With that kind of trailer weight, I assume you aren't getting a gasser (7.3l). Your max payload is going to be significantly lower with the 6.7PS.
You may very well be into F350 dually territory with that trailer. I would definitely not do an F-250, you will be out of payload well before you exceed the pulling power.
Best advice I have is ignore the salesman and go look at the payload stickers on in stock trucks to see what they really are.
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2 hours ago, Xbar said:
Screenshot from Sunday shows that they took the oval off the front hood and put a sponsor name on. Castrol Edge.
Mustangs don't have blue oval Ford logos on the front, just the pony. The blue oval is on the windshield for cup cars next to the driver name.
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Well mine is in production, but still no window sticker. Has anyone else seen this happen? The order tracking site says "In the link below, you will find the Window Sticker for your new Lincoln!" but there is no link below. Just the dealer website link and the link to view full details, which isn't the window sticker.
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Got an update from my dealer yesterday. We now have a VIN and our production week has moved up to 5/6. I don't look at this as getting an end of model year vehicle. It will be December '24 or January '25 before any 2025 Nautiluses show up in dealers.
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14 hours ago, akirby said:
Because people don’t understand warranties. They refuse to pay for the extended warranty then get pissed off when the company won’t give them free coverage. It’s like going to McDonald’s and buying a quarter pounder by itself then later demanding they get fries and a drink for free,
The bigger question he should be asking is what’s wrong with his engine? Cats do t just go bad in 80k miles. There is a misfire somewhere and that’s probably destroying the new cats as we speak.
Cats are like all other parts. Had one replaced on the Expedition at around 78,000 miles under the emissions warranty. Occasionally a part fails due to manufacturing defect. I am not worried about another one, but I also have a 7/125 Ford Premium care plan, so if another fails, I am still good (at least for another 2 years and 40,000 miles).
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14 hours ago, RedHoncho01 said:
I have a '24 on order. It has been assigned a VIN for almost 2 months but still isn't scheduled for production. I am going to my dealer today to cancel that order and put one in for the '25. By the time I receive the '24 the '25 will be quickly following and I would incur a model year depreciation almost immediately.
Funny, we are scheduled to week for May 27th, but don't have a vin yet. I need to check back with my dealer to see if there are any updates.
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5 minutes ago, RedHoncho01 said:
I received a call from my dealership today. The order bank for the 2025 Nautilus open on Friday, April 26, 2024. Production is slated to begin in mid-July.
Great, just about when my '24 actually arrives. Of course the '25's probably won't hit dealers until December.
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44 minutes ago, akirby said:
Wow - almost a 17% margin for Ford Pro. How do they break out vehicle sales between pro and blue? Is Pro fleet only?
I think so, because they also include the e-Transit, Lightning, and Mach-e fleet sales in the Pro unit.
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We ordered ours, a Reserve 203A Hybrid, on March 11th. My dealer said it was scheduled to the week of 5/27. Based on the fact that they have 4 "in Transit" with build dates of 2/2, I don't anticipate actually having ours arrive until late July or early August.
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16 hours ago, Ares said:
We just upgraded the tires on my sisters Corsair from the stock 245/45R20 to 245/50R20 Toyo AT3s . No noticeable change in ride quality or noise. No scrubbing. It helps with all of us living on clay roads that get washed out after even a moderate rain. And they look absolutely fantastic on the car. They fill the wheel wells nicely and the small height difference is nice.
My mother’s 2021 Aviator will eventually be due for an upgrade too. Curious if going from stock 275/40R22 to 275/50R22 AT3s would be doable. I looked into 275/45 but Toyo doesn’t seem to offer that on the AT3s.The bigger tire size on your Corsair results in a 3% speedo and odometer error. Going from a 40 to a 50 on the same width on an Aviator would be 7% error. So when your actual speedo reads 60mph you are at 62mph in the corsair, but would be at 64mph in the aviator. My suggestion, if you want taller sidewalls, would be to find a downsize wheel, 19's (245/50R19) or 18's (245/55R18) on the Corsair and 20's (275/50R20) or 18's (275/60R18, +1%) on the Aviator. Or you can take them to the dealership to have the speedo recalibrated for the larger tire size.
To check if you are going to have clearance issues, you would need to measure your clearance lock to lock from the tread surface to the nearest contact point with the suspension fully compressed. The biggest tire you could put on would be just less than 2x the smallest clearance. So the stock tires are 31" you would need 1" minimum of clearance to fit a 33" tire (the new one you are looking at) and get it to just barely clear.
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2 minutes ago, silvrsvt said:
They don't-I was taking issue with adding a hybrid to large truck would automatically make it so much more efficient when things like the F-150 powerboost show it really doesn't make a huge impact like it does in other products that are smaller/lighter and use a CVT.
Its the application of scale-larger vehicles are going to need a bigger motor and larger batteries, which in turn add more weight, which impacts performance and FE, amoung other things.
I also think if it made that big of an improvement. manufactures in the HD market would be rolling it out sooner then later.
I don't think gross efficiency is the goal. The goal is to increase usable power and torque without increasing emissions. Diesel emissions are the big target and currently technology and scrubbing is pretty well maxed out. The logical next step would be hybridization where your diesel engine can be set to run at its min emissions level and you make up the peak torque with a hybrid setup. The other option that may be promising and might make its way into heavy trucking would be diesel-electric systems where you use high torque EM's as your only direct drive (much like a train) and you utilize a much small diesel generator and battery pack (to act as a buffer and capture regen energy). The diesel could then be sized to deliver only the power required during constant load highway power resulting in much more efficient operation (constant power). A diesel-electric train doesn't use a battery, instead driving the electric motors directly from the diesel engine, however the torque control is much more precise with the electric drive and you eliminate failure points on the drive train.
A series hybrid gas truck could also replace a diesel setup, providing much better emissions with similar power and torque, while having much lower emissions and maintenance costs. -
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12 hours ago, silvrsvt said:
CVT don't work for towing applications like this engine would be required to be doing...that is my response to that. It might work in a light duty application, but it won't for vehicle that needs to tow or haul things.
What does a CVT have to do with hybrid applications in large vehicles (trucks)? The F-150 hybrid is most definitely not a CVT, and I wouldn't expect a CVT in any other large truck application. I would expect a similar setup to the F-150 hybrid with an EM inline between the ICE and the transmission.
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You can't connect your trucks batteries in series, so your only option would be to get a DC to DC converter to step up the voltage from 12V to either 24V or 48V. I would personally just install a 12V to 48V step up converter (can find these on amazon for golf carts or other items) and then wire a 48V charger into that. I am not familiar with the input available for 48V solar systems though.
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11 minutes ago, silvrsvt said:
Looking at the source article, ICE had about 20% variance from laboratory testing (which was expected by them), but PHEVs where significantly worse then their testing, which was deducted down to them not being plugged in all the time.
What it ultimately boils down to is that PHEVs don't really offer a huge improvement in CO2 emissions unless they are plugged in all the time, which was the primary reason why they are being implemented.
Then add in the fact that larger vehicle hybrids offer almost no improvement over a smaller gas engine (ie F-150) in CO2 emissions either
The bolded is very true, then again I wouldn't be buying an F-150 if I wanted great gas mileage and high efficiency. The large engine hybrids gain a lot of efficiency though when compared to an equivalent power level ICE only system, and that there is the benefit. I get more low end torque, a peak horsepower bump, and an onboard generator, while burning a bit less fuel. I only wish Ford would get a hybrid F-250 package that would pair a slightly more torquey EM (as compared to the F-150) and a 2 to 3 kWh battery to the 7.3l to get gas engine emissions, maintenance, and power with diesel levels of torque.
I did notice in the EU document that they will be examining the factors used in the WLTP test and regulations for PHEVs. I wish they would also examine how far off the WLTP is from real world usage on BEV's as well. It is widely understood that the WLTP range numbers for BEV's is pure fantasy, they are even more optimistic than EPA range numbers. All these regulatory testing protocols would benefit from an update that reflects real world driving cycles.
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Amazing that so many people want 2 row mid-size SUVs/cross-overs, almost like there are some people that don't need an unusable 3rd row and prefer a more spacious 2nd row instead. Go figure.
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So the articles make it sound like PHEV's are bad for the environment, when in reality what the data actually shows is that the regulatory testing for PHEV's is flawed and the real world implementation of the plug-in doesn't match what expectations are. This all goes back to a fundamentally flawed emissions cycle that also affects range publication for BEV's. The testing cycle has too much low speed, low acceleration in it, where as real world city driving is faster acceleration to higher speeds with greater deceleration, mixed with periods of long idling and some highway driving. The highway test still uses lower acceleration to 60 mph where most commonly people are using 75% of throttle to accelerate to 70 mph with 75 mph being a common interstate highway speed.
PHEV's are just like regular HEV's in terms of CO2 emissions when people don't plug them in, and may be worse depending on the extra weight being carried around from the larger PHEV battery vs a normal HEV battery. I wish our '24 Nautilus that is on order would have been a PHEV, but am satisfied with it being just a HEV.
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13 hours ago, Anthony said:
Why are the Patriot, T&C, Dart, and Alfa 4C all listed if they didn't have any sales this or last year?...and they sold negative one 200s!
Probably because they have some in dealer inventory still sitting around that no one will touch. Likely the -1 on the 200 was the last one left and the factory just took it back. I bet the Viper was carrying an insane dealer markup sitting as a "showpiece" until someone with enough cash decided to finally buy it.
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Easier fix would be for Ford to bring back the venting rear side windows and the roll down rear hatch window. I mean if an old 79 Bronco can have a roll down rear window, why can't my 2019 Expedition. The old mini-vans all had manual or power venting rear side windows. Simple solutions to problems that didn't use to exist until we made big boxy SUV's with no venting in the rear.
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2 hours ago, jgl450 said:
Also, what is an apim?
Application Program Interface Module
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Lincoln needs a pickup! 🤣
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7 minutes ago, Andrew L said:
I've seen other articles where people are taking out insanely long loans too which doesn't help as well.
Used car prices were insane for a while. I posted about it before but when I was shopping for my beater (04 Aviator) I saw a early 90s Camry Wagon that they wanted 7k for because "ThEy LaSt FoReVeR".
Prices on Facebook marketplace are still insane. Everyone is pricing their 12 year old vehicle with 200k+ miles and a rebuilt title for $5k or more. Add another thousand if the interior doesn't look like someone died in there and another thousand if the title is clean. Yet my relatively low mile MkC is only worth $11k on trade.
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The underlying local news article doesn't even mention if the driver of the Mach-e had Blue Cruise enabled at the time. The only facts were that the driver stated the CR-V was stopped in the middle lane without any lights on at approximately 9:30pm. Given highway speeds of 65 mph, he may not have seen the CR-V in time to avoid hitting it.
Who has ordered a 2024 Nautilus?
in Lincoln Nautilus / MKX Forum
Posted
It doesn't as expected, gets the same please check back later. The shop.lincoln.com site and the forddirect site get the sticker from the same source, so I wouldn't have expected them to be any different. The whole process has been different. Build week before VIN, then get VIN and build week moves up 3 weeks but no window sticker, shop site showed in production and says the window sticker is in the link below but it isn't, shown as built and window sticker link finally shows up but it is the 404.pdf. Sometimes I wonder if it isn't invoiced (and stickered) until it ships or arrives from China.