Bob Rosadini

Would say that applies to most muni's in the country.Ford's best numbers I believe are with the business fleets where the truck is in support of the business. Lowest cost and convenience of local dealership.

For sure when it comes to the command staff-below the Whitehouse and the Secretary slot.

Or in other words a return to "cavalry" without the horse?😎

Back to the subject of an inline 6. Just thinking about the 300 6 which always gets included in the "Best Engine" articles or so it seems. Hagerty just had a piece about "best value" pickups that currently sell in $15g range and of course F-150 with a 300 made the list. Recognizing the length of it is a negative, What would it take to upgrade it with current technology? Fuel system and all the associated electronics that did not exist in the 70's. Hmn maybe forget about that stuff🤔

Agree on the "Meth-Ho" comment..you have to pay attention. But the MKZ is a great vehicle with the 3.0. Another failure in my opinion to market something that should have generated a lot more sales...if only people new about it.

I think it will have a tough time going up against the pushrod Tahoe. The Tahoe appeals to the "Keep it simple " people who get turned off to the 3.5's relative complexity. A Coyote would be an improvement and if they really wanted to address that concern even the 7.3 would be a winner IMO. Just listen to Ford's sales pitch on that. I'm sure it is a matter of balancing various production capabilities.

Hah interesting comment when I do believe you are all over me when I make a case for Ford doing more with class 6 and 7.😎 In any case, I think some thought this was a great idea to capitalize on the Scout heritage. But how many people out there have any clue what a "Scout" was and its heritage, beside the serious 4 x 4 crowd. The greater population today?-- probably no clue. Just an aside though on International Harvester-just thinking about what it cost them to come out with that vehicle. They took their 308 V-8, cut it in half and had a 154 cu in, four banger. Think of the other "regulation" they had to deal with- nothing close to what a manufacturer would have to deal with today?

Same question.

Once again I think many are ignoring just what the class 6/7 market Is. IMO, it is not restricted to the big fleets with mostly class 8 vehicles. Granted there are exceptions such as UPS and some rental companies but the bulk of the 6/7 market is American small business of all types where the truck is not the primary breadwinner but something that supports the business..such as building contractors, manufacturers, food, furniture vendors, heavy equipment dealers etc. And this I say is the true class 6/7 market. I spent my 44 yrs split between an international oil and a very large pvt co. that involved dairy, C-stores, gas stations and agriculture. Class 6/7 a very small percentage.

Likewise! Just curious...was the lousy dealer an old time house or part of a mega dealership? No excuse for that place to exist.

Huh? Advertsing is not a key element of marketing ????🤔

AK You make my point. The fleet buyer sure does. In particular if he goes back to the old days and bought Louisvilles and then committed to HN-80..and then found out the new trucks he had recently took delivery of or had on order were gone..or maybe he was relieved that Daimler was the buyer and they would be serious about heavy trucks. And they were for 10 years until they came out with F'liners that duplicated the "Fords". Now go to today's market. In Mass a very large distributor of recovery trucks-wreckers, roll backs, rotators- keeps a big inventory of completed units ready to go in service. Up to class 5, I would say Ford rules followed by Ram. Class 6 and 7?...International followed by F-liner, Paccar and lately Hino. Ford a minority. Do 650/750 meet basic specs? Yes, but if a buyer wants air brakes and a gas engine? No luck -and do you think some buyers may view Ford's ever diminishing order guides a sign of things to come. Could be. Remember, blowing up Bluediamond IMO was in part a "bone" thrown to UAW when production of 650/750 moved from Mexico to OAP. Yesterdays newspaper.

If I had to guess as to the poor sales of 650/750, I would say the lack of promotion is the biggest reason sales are what they are. I would think to the experienced fleet guy that might be viewed as the kiss of death. Do I want to invest in trucks that will probably no longer be around in a year or two? As I've previously mentioned, The New England Ford dealers ran their own add frequently on tv spots highlighting Super Duty capabilities-snow plows- but they also included a 650/750 pulling a tag with a TLB on it. And as to capabilities of the Power Stroke/Ford trans, while I was a skeptic, A friend runs a heavy spec 650 dump- that also pulls his heavy tag trailer- derated to 25,999 to avoid the CDL issue and in his mind the truck is a winner as it is pushing 100,000 miles. And as Joe mentioned, CT. DOT has them in their fleet as does Mass DOT. And I have seen them out this past winter on secondary roads with 10/11' plows.

Good thought...but while GM was selling Suburbans weren't they also selling Passenger versions of the Chevy van?

Thx Joe. No clue what the Suburban sales figures were but wonder what Ford's wisdom was not to offer such a vehicle