Everything I've been reading says the Ford Triton engines are crap.
What did you do to your other vehicle today?
- Thread starter Zorba
- Start date
Everything I've been reading says the Ford Triton engines are crap.
The 351w trucks are decent too. Either would wind up needing a transmission rebuild and upgrade though.
I also lost interest in ford when they rolled out the ohc motors.
It's a good overhead cam motor. Builds tons of power, but it's still plagued with bottom end problems.
The Coyote and Godzilla are the 2 new ford engines that I like.
I guess we are talking truck motors. The Coyote only makes sense in a 1/2 ton. But what a motor. It just loves to rev but makes torque very early. I have one in an S197. I have also had the 302 and 460 in trucks and didn’t love either one. The 460 was fun when empty but just didn’t have the grunt when hauling and got 5 mpg doing it.
My 88 460 would pull anything. I got 12 mpg loaded or empty. The 302 didn't really belong in a truck unless you built it and then the 351w would do it better.
My 92 coupe with a 347 stroker was putting down 450 HP. And I lived in fear of splitting the block.
Looking back i should have built a 427 stroker based on the 351w.
Let me tell you about a certain V6...
Seriously, what about the Ford V-10? Good, bad?
The V10 had steel timing chain guides and tensioners. From all accounts it was a good motor.
I never owned one so all I know is what others have said
For how I use a truck, the cost of a new Ford quit appealing to me awhile back. I was basically on the same quest as you, and I found one in a guy’s garage that I got to know. It didn’t meet all my desired qualifications, but it was close enough. 1990 F250 with the 460. It’s only 2wd, but I can live with it. One of the selling points was that it only had 76,000 original miles. I’m now the third owner.
Brought home a donor vehicle to frame swap under my 56’ Ford
Just a nasty infestation of spider eggs all over the rear duals.. took a minute why in the dead of winter I was seeing some spiders about. Warm enough in the garage to get these things hatching….
Being the resourceful arachnophobe and seeking a little free garage heat..
Just a nasty infestation of spider eggs all over the rear duals.. took a minute why in the dead of winter I was seeing some spiders about. Warm enough in the garage to get these things hatching….
Being the resourceful arachnophobe and seeking a little free garage heat..
OK, let's take a look.
First, yes the schools are worse than you thought.
Next, let's slide that engine up five inches. Here's what we have to do in order tomake that work:
New shop manual.
Different motor mounts.
New (longer) fuel lines.
New drive shaft.
New exhaust pipes.
Modify shift linkage.
Verify oil pan fits, else find one that does.
Relocate/modify air intake/filter.
Verify that the changed air flow still provides enough cooling.
Add up all the costs for analysis, design, documentation, and new parts. Add that to the price of the new truck.
BTW, I have long preached that every automotive engineer work as a mechanic for at least two years before they design anything.
Finally, the bean counters may or may not be sissies. What they definately are is, in charge (and have the power to fire you). Ever since the '80s when the companies in the USA decided to trade long-term growth, quality, and customer service for short-term profits. If you want to blame someone, blame their boards of directors.
OK, let's take a look.
First, yes the schools are worse than you thought.
Next, let's slide that engine up five inches. Here's what we have to do in order tomake that work:
New shop manual.
Different motor mounts.
New (longer) fuel lines.
New drive shaft.
New exhaust pipes.
Modify shift linkage.
Verify oil pan fits, else find one that does.
Relocate/modify air intake/filter.
Verify that the changed air flow still provides enough cooling.
Add up all the costs for analysis, design, documentation, and new parts. Add that to the price of the new truck.
BTW, I have long preached that every automotive engineer work as a mechanic for at least two years before they design anything.
Finally, the bean counters may or may not be sissies. What they definately are is, in charge (and have the power to fire you). Ever since the '80s when the companies in the USA decided to trade long-term growth, quality, and customer service for short-term profits. If you want to blame someone, blame their boards of directors.
Everything you list is needed for a new model vehicle anyway. Talking brand new design, not a retrofit.
What I saw looking at that truck was lots of wasted space that could have been better thought out and shifted forward to make repairs more palatable. So in using your list I can see an increase in cost of $2 for additional inches needed for the driveshaft and exhaust.
Conversely, if they were to change the slope of the firewall they could save $2 on sheet metal.
So how much did the bean counters save by making the engineers jam those Ecoboost engines where removing the cab is necessary to work on the turbo systems? The ones with the 5.0 have much more room back there and much more palatable. Both 5.4 and 5.0 are v8, the difference being the shape of the block and the tunnel. Someone listened somewhere.
Wow, DuckNut - you need to take your expertise to Detroit and save the automotive engineering world. Go tell those bean-counters how it is!
And to give you an idea of just how expensive changes in the automotive world are, I'll tell you a story about taking "New Employee Orientation" at Harley-Davidson in 1993. I sat through a presentation from a design team leader that had just completed a project to move the battery on the Ultra Classic touring motorcycle. For years, it resided behind one of the saddlebags, but in that location, that saddlebag had a bump inside to go around the battery. The idea was to make that saddlebag have the same internal storage capacity as the one on the other side. He talked through the dozens of parts affected and presented the engineering, tooling, and testing costs to make the change. Those costs totaled about $2 million - just to move the battery! Life in the automotive engineering world is so much more complex than first glance...
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Let me tell you about a certain V6...
Seriously, what about the Ford V-10? Good, bad?
I had a 2000 model V10 F250 Super Duty Supercab with 4x4 and a manual transmission
It was an absolute beast that pulled like a turbine. 11mpg empty, 11mpg pulling an 8k load.
They got really strong after the 3 valve version in 2005.
1st gear was a super low (I think around 5.80) ratio to get a big load moving.
I taught my boys to drive a manual trans with it since in 1st gear it wouldn't choke down if you dumped the clutch at idle.
Sold it at 180k.
The only real issue I had was a rubber hose under the intake manifold dry rotted and made it run like crap.
A bit of a bear to replace but I replaced it with a high temp silicon hose and no more issues.
It was a terrific truck but it was about 3X more truck than I ever needed.
Edit: Found a pic of the old soldier. Curse you @Zorba. You've gone and dug up an old memory that's gonna haunt me now
. Didn't realize how much I missed it...
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I had a 2000 model V10 F250 Super Duty Supercab with 4x4 and a manual transmission
It was an absolute beast that pulled like a turbine. 11mpg empty, 11mpg pulling an 8k load.
They got really strong after the 3 valve version in 2005.
1st gear was a super low (I think around 5.80) ratio to get a big load moving.
I taught my boys to drive a manual trans with it since in 1st gear it wouldn't choke down if you dumped the clutch at idle.
Sold it at 180k.
The only real issue I had was a rubber hose under the intake manifold dry rotted and made it run like crap.
A bit of a bear to replace but I replaced it with a high temp silicon hose and no more issues.
It was a terrific truck but it was about 3X more truck than I ever needed.
Edit: Found a pic of the old soldier. Curse you @Zorba. You've gone and dug up an old memory that's gonna haunt me now
View attachment 593656
View attachment 593658
Zf6 trans right? I have the gm version behind my duramax.
Only time I have issues with it is taking off from a start towing over 10k lbs on steep logging roads or driveways. Even in 4lo. Maybe someday I should regear,3.73 and 35's doesn't help!
Yup.
Always started in 2nd unless dragging something heavy or teaching the boys how to drive stick
Yup.
Always started in 2nd unless dragging something heavy or teaching the boys how to drive stick
I started my old F2 with the 4.86 rear end that way. Had my Dad with me one day as I was pulling out of the drive way. He says I should start in 2nd and I said I was.
Yup.
Always started in 2nd unless dragging something heavy or teaching the boys how to drive stick
Those things are a beast.about 350lbs if I remember right.shift pretty nice too.they make the Allison auto look small in comparison.
The damn dual disc clutch in mine is acting up. I'm going to pull the cab to get to it. No way I'm crawling around underneath of that dump truck transmission!
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