My engine needs a change, what have you all bought in the past to get an EM40D, I brought it to my grandson who owns a gearbox shop, and he won’t give me a discount he simply told me not to worry, but I want to give him a fair amount. Thank you.
Hi, I live in Vancouver, Washington. My 05 f150 show offended me a second time last week. The first is @ 29,000 miles, and the second is 70,000 miles. The first was covered with Ford guarantees, and the second, well, I was not so lucky. In any case, it is completely rebuilt with the help of a new torque converter. The mechanic I spoke to said that he was going to strengthen the trance with some of the older hard parts, saying that they are better for trance than updated things. Well, AAMCO wants 3,841.00 in total for recovery, mechanical time, for fluid. Is it just me or is it shaky and what is the cost otherwise?
WTF, I do not understand. My glide in my cobra is rated at 1,600 hp. and its built from the best parts that you can buy for money (Converter is another custom job for $ 1,200) ………… so why is there so much trans that can only be rated at 600 hp
I tried to upgrade the trance in my F-150 in order to cope with the power (450-550 RT. Start studying gears yourself, given the prices you guys get.
I plan to step down in 2004 with the F150 soon. It has a little over 260 thousand miles. About three times a week, it loads with a load capacity or slightly above it, and about once a month it also tows around its capacity about 100 miles down the freeway.
My first thoughts were the time to switch to diesel, maybe even the F350 (bust)
Then I saw an addition about how much stronger and brighter the new 150s are. I drive an average of 30 thousand miles a year on a truck and begin to realize that a diesel solution can cost me much more, both in terms of purchase and in terms of operating costs. So after spending such a good run with my 04, I can stay with a smaller gas tank.
I would like to hear from those who use their truck as a truck, and have many miles. I am particularly interested in how ecoboost acts as a working platform, both in everyday work, and in problems, failures and maintenance.
I am sure that many of you love your truck, but I really want opinions from those who put this platform under heavy load and have many miles (100k +), so please try to stick to the topic.
At 54xxx miles, right now I am towing a 28-foot deck boat (6,500+ pounds) and a 31-foot tourist trailer with a slide (5,500 pounds) from Sokal to Havasa many times during the summer at 110+ and the ebb carried me away. He dealt with every hill as well as with my fathers 7.3, maybe even better. When I am not towing, the bed is usually full of 2 or 3 motorbikes or skiing 300 or more miles round trip. Before that, it was KR 5.4 of 2008, and I dont miss this engine at all. This truck will solve everything that you throw at it (and MPG is a great bonus).
A diesel oil change of more than $ 100 is crude. My friend has a big inflatable boat, which he usually pulls with his 6.0L F250. He used my truck several times and says that he does a great job and is much better than the durajan of 2500 of another guy. The boat itself is actually not so heavy, maybe 5000 # or so. This is a big big engine + cage and prop sticking in the air that pulls you down. It’s almost like tearing a parachute off the road.
We had 13 eco-friendly 4x4s with 3.73 gears (max. Towing), and they are all right, he pulled very well, but he had to water a lot to climb the hills. We have a 26 foot toyhauler and loaded with 120 gallons. water, 30 gallons of gas, SXS and all the goodies that he did pretty well. we live at 5,000 feet, and most of our towing is between 5 and 10,000 feet. Now the problem with our eco was the mileage, an average of 4 mpg when towing. In my opinion, eco does not like height when we went to lower alt. mileage improved to 7 mpg on average at boot and 14 empty. we also had more than our share of eco-problems. Thus, the eco has gone and 15 ford 6.7 4×4 diesel. Other posters that love eco and try to compare eco with diesel should be in a dream world (sorry). Our diesel engine pulls the same trailer at 13-14 mpg with tons of power, dont think that we still had to fill it, the same trip and Mtn classes that we would get with eco. Once we made one trip to Vegas with a closed car trailer loaded with 56 Studebaker, and as soon as we got down to a lower height, the run reached 17-18. Sorry, but we were impressed. How empty we see somewhere from 20-21 to 24-25 depending on the height. Long and short, we will never return to the gas truck for work or load. We have one friend who switched to diesel too eco-friendly due to all this hype, and, according to him, we are% # $ @ * ^ up and plan to return to the Ford diesel. As for changing the oil at 100.00, this is true at the dealer. Half if you do it yourself. For me, a $ 100 oil change is worth it so that you can tow anywhere and not worry. As for repair, the point is in the war. for 100,000 miles and Ford offers extended to 200,000. Again, in my opinion, the eco is great for this very rare towing and use at low altitude, but if you intend to use it, I don’t think this is the best choice. only my 2 cents
I think a lot of what is being compared. I arrived in 2006 with 6.0 (which was a great truck for me) and it was awesome, but too big for the place where I drive now. I went to Eco and very, very impressed. 6.7 miles before my 6.0 (although I got 20 mpg sequentially on the highway, and it was tuned with extras)
I just crossed the Rockies twice this weekend while traveling from Vancouver to Calgary and back. 80% of the driving was 70-80 mph, and I even maintained 75 mph to 8%, which spanned 12 miles. 600+ miles one way, and I averaged 17.8 mpg there and 18.5 mpg back (a net gain of 3000 feet in Calgary).
Even with a 500 pound sled in a box, I can easily get 16 mpg in one trip, at the same speed. All this time, the truck rarely drops to 4th gear, climbing steep slopes. I did not look for Eco when I bought the truck, but it was on top with the right options. I am not disappointed with my choice. I will be able to follow as soon as I pull the 26-foot sled trailer later this winter. The same trailer behind my F350 below.
In my personal opinion, there is really nothing between mpg Eco and 5.0. Anyone who says they buy eco for the best mpg alone will be disappointed. I mean, actually at the EPA level, I’m pretty sure it’s only 1 mpg different. You can see more likes in MPG based on driving habit.
The real advantage of Eco is the availability of more torque and much lower revs. An extra bonus is an extra power that is available with a simple melody.
I think both are great engines, but the Eco is more towed.
I would say that the same is especially true when you add 4×4 or more configurations to the cab. One engine will not matter much compared to the other when they both move a large, heavier vehicle that has a high drag coefficient. It takes energy to move things, and differences in inefficiency between one engine and another are a small part of what is needed to move everything along the road. Accepting the trailer, I would expect the v6, v8 or EB models to weigh less than 10 mpg with the same trailer configuration. At idle, where the only losses in the engine, v6-based models will last longer per gallon than v8, but when they stop and move, they still need to transport the truck / load. Of the advantages at idle, I could see that models with the v6 engine generally gain about 1 mpg better than the v8 (automatic stop does this even further, on its way in more cars).
Performance with appropriate gear and maintenance costs is the main difference between the current engine options. I would take v8 over EB in a full-size truck for simplicity more than anything else. Both have the ability to move heavy loads, but the EB will allow you to start faster with heavier loads.
I switched from o4 5.4 to 11 ‘Eco (both had a 4×4 screw). Currently, the eco tows an aluminum body 30 ‘almost 8’ high. When it is loaded with a race car and equipment, it exceeds 9 thousand and is probably closer to 10. I used a towing car on a steel open body, which weighed 7500 on the scales. I could get 10-11 towing it at 80 mph. With the fuel mileage attached, it plummeted, and I have to keep it to 70 mph or less (65-67 mph is my new towing speed). With this Texas residency, I can get 7.8-8.2 mpg. I burn 93 octane when I tow, and block the 6th gear to control trans temperatures. I run on 87 octane without towing and I get 14ish mpg.
I added max. Tow mirrors, airbags, and I use a WDH traction with a straight Reese line. Regular WDH was not enough to stop the influence of the trailer, no matter how I downloaded it.
The truck is a bone stock, I got it for 30 thousand miles, and now it has 96 thousand miles. I replace the spark plugs approximately every 15 thousand kilometers, because they start to pass the ignition: the tune from Ford has not arrived yet, I’m sorry, and yes, mine has a fix. The timing chain started to rattle too (it went away this summer), but I expect it to get cold again, I will be filming how the colder ones start sharing with Ford so that they can act like my only truck in the country, oh which they ever heard … yes, right.
I would still save IVF, because the F250 / 350 is too much a truck when I drive from scratch. If I had a second car, I would get a diesel engine and do away with it … but for me this is the best compromise.
Well guys, I decided to stick with the F150. I’m still on the fence regarding the power plant. What I want is 3.5 EB, especially after driving with 3.55. My only uncertainty is that in my DNA there is no way to drive a car like my grandmother, and I will load the bed on a regular basis. All I read is that this truck will give out terrible miles per gallon, as I will most likely be building up the add-on on a regular basis. This sucks when you have to make an adult decision, but on paper it may seem that 5.0 will be more practical, given that I do not look after the thin pedal, and I will have a load quite often.
I have a gas card for the company, and I would not significantly increase fuel costs. Besides the cravings for the trailer, I still count between 14.5 and above 16 with my 264 thousand Km 5.4L. It is difficult to predict what I will get based on what others see, as there are too many variables. First of all, this is a working truck, so I need to first pay attention to abilities and practicality. I have a well-modified BMW M3 for my speed needs, so can you guys convince me to switch to 3.5 or should I overcome this and stick to a good ole NA V8?