2018 Ford F150 Diesel Specs Auto Car Previews Ford 2018 F150 Diesel
2018 Ford F150 Diesel Specs Auto Car Previews Ford 2018 F150 Diesel

Ford 2018 F150 Diesel Colors, Release Date, Redesign, Price

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After years of rumor and speculation and
months of promises we finally got behind the wheel of the new 3 litre Power
Stroke Turbo Diesel and after a full day at towing on rolling highways, hauling on
winding mountain roads and powering through an off-road course, is this the
diesel worth spending thousands of dollars on? Why would anyone choose this engine over the 4 other choices in Fords lineup for the F-150? We were in Broomfield, Colorado, for the
first ever driving experience of the highly-anticipated Power Stroke 3 litre
Turbo Diesel. We’re going to look at how the 3 litre performs under real-world
conditions and some abusive off-road driving conditions to see where it
succeeds and where it fails. Fords Power Stroke Diesel engines were
initially built and developed by International in 1994 with the
introduction of the 7.3 litre in the Ford Super Duty. Ford eventually brought
production of the Power Stroke in-house and after several iterations throughout
the years we now have the 6.7 litre which we see in the Super Duty. The
original 7.

3 litre in 1994 produced 210 horsepower at 3000 rpm and generated 420
pound-feet of torque at 2000 rpm. The new 3 litre for F-150 produces 250 horsepower
at 3250 RPM and 440 pound feet of torque at 1750 rpm. More horsepower and more
torque from an engine with less than half the displacement. Today’s diesel
engines are not the black smoke emitting, injector chattering, oil burners of years
past. Whenever a brand new engine enters the marketplace I typically stand
back and wait for others to lay their cash down and wait to see if it lives up
to expectations in performance and durability, in the real world. The
difference here is Ford’s experience and great track record with the 6.7 litre
Power Stroke engine and although this 3 litre is new to the F-150 it’s not new
to the world. It has a strong family history in the Lyons series of the
diesel engines that Ford developed for Citroen, Jaguar and Land Rover.

As with
the Ford Ranger, Ford engineers used the rest of the world as the proving ground
for the technology that we’re gonna get here in North America. Now let’s talk
durability first according to Ford the design life of the engine is 150,000
miles and they actually back most of this up. A typical Powertrain warranty
from Ford is five years and 60,000 miles but because this is a Power Stroke, you get five years and a 100,000 miles on this engine. Still the question remains is the new 3 litre Power Stroke good enough, is it worth spending thousands of dollars more on
and why would anyone choose this engine over the four other choices in Fords
lineup for the F-150? There are two parts to this answer fuel economy and torque.
Part of our driving experience was a fuel economy challenge testers all used
the same two-door, 4×2, F-150. It’s the same model that was used in the EPA rating
which achieved the 30 mile per hour highway benchmark. The goal in this
challenge was to see who could achieve the best fuel economy number, using the
stock dash indicator and driving the same route. Driving in a completely
impractical manner, by that I mean, less than the speed limit,
mirrors pulled in to reduce drag, never using the brakes unless it was an
emergency, only whispering to the gas pedal and saying prayers for green
traffic lights and benevolent tailwinds, some challengers achieved over 40 miles
per gallon. Regardless of the fanciful methods they use to win it is still a
ridiculously fuel-efficient number for a half-ton pickup truck. But it’s not my
style of driving. I chose the 4-door, 4×4 with a 6,000 pound trailer and drove the
way I usually do with a trailer. Which is with liberal pressure applied to the
skinny pedal, merging into traffic and going up hills and breaking unnecessary.
Towing a tournament boat and then a box trailer with roughly the same weight,
through the rolling hills outside Broomfield Colorado, I averaged 11.8
miles per gallon. To some folks this might not seem like a staggering number
but my 2004 RAM 1500 with a Hemi v-8 achieved the same fuel economy in
highway driving with no load to tow. Where you land with your fuel economy
depends entirely on your driving habits, what will you be towing and where. Will
it be crossing the prairies or going over the Rocky Mountains. The bottom line
is this is an advanced engine whose sole purpose is to tow very fuel efficiently
and it does. Up to now I may have sounded like a Ford marketing spokesperson
but they aren’t paying me to say anything. In fact they’re not paying me at all. Although fair disclosure I did order a
very expensive 10 ounce filet mignon with smashed potatoes which I paired
with a lovely bottle of Grey Goose from room service. All on Ford’s tab. If fuel economy is part one of choosing a new Power Stroke over the F-150s other choices the second part is torque. This diesel engine effortlessly generates a ton of low-end torque at low rpm. If you work in a job like a landscaping company and you’re pulling a 6,000 pound trailer around the
job sites in an urban environment and by that I mean stop go stop go this engine
is a godsend. At low urban speeds up and down hills it
will pull your trailer without complaint and if you need to wind along steeper
mountainous drives it’ll do that too. Is this the perfect engine truck
combination for everyone, if all engine options were priced identically should
this be the engine that everyone buys? No, it’s a diesel which means there are some
minor additional maintenance issues compared to gas and if you want to be
green gas engines produce fewer emissions. If you really want to be green
you’ll have to wait until 2021 to get the hybrid version but they’re not
saying what form the hybrid will take. Either that if you want to be really
green golden buy a horse or ride a bike this 3 litre Power Stroke doesn’t have
the acceleration of the 2.7 litre EcoBoost it’s just not as much fun to
drive even when you put it in sport mode. Passing at highway speeds means you need
a lot of time and a long open stretch of road and finally it’s not priced the
same the diesel is the most expensive option and more importantly it’s only
available in Lariat and above trim lines.

So you can’t buy it in a more affordable
XL or XLT unless you’re a fleet customer or you’re willing to wait as
Ford says the diesel could be introduced into the XLT if the engine proves to be
popular enough. They expect a 5% uptake in the diesel stealing some sales away
from the 3.

5 litre EcoBoost and 5 litre v8 as these two engines are typically
the buyers choice for towing when they’re buying a half-ton truck.
The diesel option will cost you about $5500 Canadian or about
$3000 US over the 5 litre v8. Now naturally Ford also expects to take some
sales from the RAM 1500 in the eco diesel since Ford has improved on RAM
specs by just enough to call themselves #1 in horsepower torque and fuel
economy. So what kind of driver is best suited to this engine, who really needs
it? It’s the guy or gal who tows up to 8000 pounds on a regular basis.
It does have an 11,400 pound max towing capacity but I
wouldn’t recommend a half-ton ticket if this is what you do on a daily basis. You
should upgrade to the Super Duty but let’s say you need to tow up to an 8000 pound trailer everyday with a lot of stops and starts where you need
to tow your 8000 pound boat or RV a good distance every weekend. Then
this is your truck. One of the striking features about this diesel engine is
just how quiet it is if you weren’t told you were driving diesel you wouldn’t
know it. Engine runs smooth and quiet, the whine of the turbo the telltale diesel
clatter is only barely audible if you listen closely under hard acceleration
or if you stick your head in the engine compartment. The quiet running is due to the way Ford
calibrates the injectors it’s also due to the use of special foam covers to
encapsulate the injectors and the high pressure fuel pump. There’s also a better
insulated engine cover and extra insulation inserted into the eight pillars. There’s also thicker foam in the dash
panel which is also known as a firewall but I was told they don’t use that term anymore. Many of us have been wondering why it
took Ford so long to place this engine in the F-150 as a similar engine has
been kicking around and Ford’s international vehicles for roughly a

Well first they needed the foundation and the architecture of the
2015 F-150 the 700 pounds that they saved in the weight allowed them to
develop Powertrain technology so they could hit their goals for horsepower,
torque and fuel economy and the 8500 pound truck category. When gas is still
where it’s at for the bulk of pickup truck buyers which is why we saw the
Ford gas engines get revamped in last year’s mid-cycle refresh. With that out of the way they had time for diesel. The weight savings in the new platform was critical
to the diesel success because a 3 litre Power Stroke is 388 pounds heavier
than a comparable equipped 3.5 litre EcoBoost. In addition to towing, low-end
torque has another application, driving off-road. The Ford Team constructed an off-road
course designed to demonstrate the low-end torque of the new diesel and the
off-road capability of the FX Ford trim. Clouds the day before our drive unleashed a mix of rain and snow on the course. Which the F-150’s turned into a
slushy field of mud but our day dawned cloudless blue skies drying up the mud –
just a perfect consistency. The lock and rocked course was challenging enough to
test the Bosch plates on every pass and we made good use of the locking rear
differential. The largest uphill test was roughly a 25 degree incline and about 40
feet high and the subsequent 30 degree down climb made excellent use of the
hill descent control. Several off camber gooey mud obstacles
and water hazards provide some serious entertainment. Artificially created tight
winding paths between rocks and logs force you to take advantage of the
360-degree cameras. As long as you hadn’t caked them in mud after crashing through
the two water obstacles. The truck performed well. I was surprised how well.
The approach angle was good and we tested it aggressively enough that we
got grass in the tow hooks. The torque was terrific at making solid steep
climbs the locking rear differential provided traction where it was unlikely
that a regular 4×4 would have even made it. There are two things I would change
in off-road mode I’d prefer to have a little less throttle from a dead stop to
make climbing obstacles easier and one or two inch lifts would go a long way to
improving the breakover angle. Yes I picked the line testing the breakover
angle on an off camber obstacle and managed to get center high on the
driver’s side. I have no excuse other than the truck was doing so well
I forgot that I wasn’t in my lifted Jeep and that says a lot about the F-150
diesel in a positive way. I like what Ford has done with this
engine in the F-150. Do you think the diesel would make a good option for you?
Do you agree with Ford’s prediction that the diesel will get 5% of F-150
sales or do you think it’ll be less or do you think it’ll sell even better?
Please let us know in the comments below. If you enjoyed this site, hammer on that like button and if you’d like to see more please share. It
really means a lot to us. Remember money can’t buy you happiness but it can buy
4×4 and we think that’ll get you there Until next time stay safe and we’ll see
you on the trails.

Gallery of Ford 2018 F150 Diesel Colors, Release Date, Redesign, Price