Interesting post on the new 6.7 PSD
09-21-2011 | 06:26 AM
#111
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Posts: 131
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From: Cadillac, MI
Not entirely going to disagree with you on the "b*tchin" part.... but based on my experience with the Ford- I wouldn't have had anything to b*tch about yet. It's funny that you mention 30,000mi with the 3rd Gen's though- up to 41,000mi my truck was flawless. No steering issues whatsoever. The truck hit about 43,000 and the whole front end seemed to come unglued all at once. My 2nd Gen had all the same parts fail, although it made it to about 65K before things started falling apart. I think that's why this truck made me so mad. From '99 to 2006.... nothing seemed to have been improved. Sure the truck looked nicer, was quieter and had more power- but it actually fell apart faster. That's frustrating. Especially when you get on the TDR or CumminsForum and find out that the majority of those posting are suffering with the same problems. By that logic- a full 60% or more of the trucks are lemons. There are so many sticky's and do-it-yourself guides for replacing steering components and adding aftermarket replacements that it's obvious that it's not a "rarity". Maybe I'm out of line here, but I think if I pay $45-50K for a HEAVY DUTY pickup, that it should make it a little further than 43K miles before having to replace the majority of parts on the front end due to "wear", especially with the on-road use my trucks generally see. I guess if you trade your trucks in every year or two you might avoid the majority of the problems I've faced- but that's just not me. Maybe the latest generation of Dodge trucks has magically fixed all the problems but history has taught me otherwise and I can say for a fact I won't be finding out in person again.
09-21-2011 | 01:24 PM
#112
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Joined: Feb 2005
Posts: 9,373
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From: Arlington Tx
I loved my 03 3500, wish I still had it. I traded it for an 06 dually and traded that for the 300 Hemi I have now. I never had any front end issues with either one(granted I never towed heavy with them).
But I know guys who do tow heavy and almost all of them use Dodge trucks. If you go on this site and post your problems they will tell you what their problems were(if any)and what goes wrong most often.
http://ltlhotshot.myfreeforum.org
Another good site;
www.cumminsforum.com
But I know guys who do tow heavy and almost all of them use Dodge trucks. If you go on this site and post your problems they will tell you what their problems were(if any)and what goes wrong most often.
http://ltlhotshot.myfreeforum.org
Another good site;
www.cumminsforum.com
09-21-2011 | 01:48 PM
#113
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Posts: 3,232
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From: Wi/ Fl Keys
After having the pleasure of driving my friends 2011 F350 to NC and back from MI two weeks (half the trip towing 12,500lbs) ago I can without a doubt say that my next truck will be a Ford. I have never been a Ford guy and admittedly laughed at all the issues they had with the diesels since they moved from the 7.3... but the new truck amazed me. The amount of technology available and the transmission/engine combo are impressive to say the least. I'm on my second Dodge (had a second gen and now a third w/ 5.9l) and after being disappointed that the truck was still a complete turd even after having 7 years between the two to fix obvious problems- I'm done. Legendary motor tied to a garbage transmission and wrapped in a poorly engineered and even more-poorly-built chassis. The truck I drove down to NC spends the majority of its time being beaten in the oil and gas fields of northern michigan to the tune of 25k miles already (he's had it for less than 9 months) and the only thing it's been back to the shop for is oil changes. For comparison- my '06 Dodge 2500 spends the majority of time on the road/highway and pulling my boats... it now has 49K miles and has already had all 4 ball joints replaced, new axle u-joints, new steering box, new upper and lower intermediate steering shafts, new trac bar and a new tie-rod and drag link.... not to mention a 1K computer that Dodge so wisely replaced the fuse box with.... instead of popping a $.25 fuse.... you have to replace a whole computer 
Anyways... I'll get off my soapbox now, but regardless of what the troll under the bridge says- I think Ford got it right this time.
Anyways... I'll get off my soapbox now, but regardless of what the troll under the bridge says- I think Ford got it right this time.
09-27-2011 | 07:22 PM
#116
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Posts: 1,556
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From: Stockbridge, Ga.
I can't believe the GM sell outs. 
Comparing an F150 to a 3/4 or 1 ton truck is just wrong.
All of the big 3 had their days in the barrel with diesel issues but I'm not jumping ship yet. My 06 Dmax/Allison is rock solid, pun intended.
I know most of these products up close and personal as a tech. Of course I have my opinions, as everyone does.....bailouts
as if, but I'm sticking to GM.
I have the LBZ setup and no DPF or urine, uh urea and have no intention of ever buying urea. This 06 can fall apart and I'll put it back together and keep driving. 
Comparing an F150 to a 3/4 or 1 ton truck is just wrong.
All of the big 3 had their days in the barrel with diesel issues but I'm not jumping ship yet. My 06 Dmax/Allison is rock solid, pun intended.
I know most of these products up close and personal as a tech. Of course I have my opinions, as everyone does.....bailouts
as if, but I'm sticking to GM.I have the LBZ setup and no DPF or urine, uh urea
and have no intention of ever buying urea. This 06 can fall apart and I'll put it back together and keep driving.
09-29-2011 | 07:48 PM
#118
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Joined: Aug 2005
Posts: 1,556
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From: Stockbridge, Ga.
I'm not a ford guy but I've had some training on the new 6.7L ford engine. When it was on the drawing board the project was called "Scorpion". There was a push to call the new 6.7L the Scorpion and the drawing teams designed some really cool badging for it but the brand and trademark people ruled that out. It is still called the powerstroke but there is almost nothing in that engine that resembles the previous versions.
Siemens is the vendor/builder of many of the parts for the 6.7L but it is all ford design. Ford finally went with piezo actuated injectors just like the Dmax and others used for years. The heads are reversed flow so the intake is from the outside and the exhaust exits in the center of the "V" to enable heat build up in the exhuast for regen/DPF cleaning with B20 fuel.
The pressed graphite block can withstand a thermal shock of 200°F down to -16°F INSTANTLY with out cracking or failing. There is good reason for high expectations on this new product but it still wears a blue goose egg.
Siemens is the vendor/builder of many of the parts for the 6.7L but it is all ford design. Ford finally went with piezo actuated injectors just like the Dmax and others used for years. The heads are reversed flow so the intake is from the outside and the exhaust exits in the center of the "V" to enable heat build up in the exhuast for regen/DPF cleaning with B20 fuel.
The pressed graphite block can withstand a thermal shock of 200°F down to -16°F INSTANTLY with out cracking or failing. There is good reason for high expectations on this new product but it still wears a blue goose egg.
Last edited by aquaforce; 09-29-2011 at 08:00 PM.
09-29-2011 | 07:57 PM
#119
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Posts: 1,556
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From: Stockbridge, Ga.
The LBZ/LLY is the current production in base form. All the emission legislation has hit the following versions but the new design started in 06. This 06 has the exact same capabilities of the new model trucks without all the emission junk. Plus, if I want to pump it up, which I plan to do since the warranty ran out last month, it will power up to the exact same levels and more than the new stuff. I'm loving this thing.
10-01-2011 | 10:12 AM
#120
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Joined: Oct 2000
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I'm not a ford guy but I've had some training on the new 6.7L ford engine. When it was on the drawing board the project was called "Scorpion". There was a push to call the new 6.7L the Scorpion and the drawing teams designed some really cool badging for it but the brand and trademark people ruled that out. It is still called the powerstroke but there is almost nothing in that engine that resembles the previous versions.
Siemens is the vendor/builder of many of the parts for the 6.7L but it is all ford design. Ford finally went with piezo actuated injectors just like the Dmax and others used for years. The heads are reversed flow so the intake is from the outside and the exhaust exits in the center of the "V" to enable heat build up in the exhuast for regen/DPF cleaning with B20 fuel.
The pressed graphite block can withstand a thermal shock of 200°F down to -16°F INSTANTLY with out cracking or failing. There is good reason for high expectations on this new product but it still wears a blue goose egg.
Siemens is the vendor/builder of many of the parts for the 6.7L but it is all ford design. Ford finally went with piezo actuated injectors just like the Dmax and others used for years. The heads are reversed flow so the intake is from the outside and the exhaust exits in the center of the "V" to enable heat build up in the exhuast for regen/DPF cleaning with B20 fuel.
The pressed graphite block can withstand a thermal shock of 200°F down to -16°F INSTANTLY with out cracking or failing. There is good reason for high expectations on this new product but it still wears a blue goose egg.
Ive got 89k on our 11 250 hot shot truck.. love it not one problem..same with the 350 which has 31k. Had to have some selenoids changed out under a new program for the tranny that makes the power get to the ground quicker, and makes the shifts better and precise, but smoother than my Allison on the 11 2500. Over all Ford has done an excellent job with these new motors.. I know 89k is not that many miles, but it has been worry free, vs our 6.0 and 6.4 where there was minor BS that cost me money.
