Issue - October 2004

Fleet Management: The Big(ger) Boys
 
Ford Super Duty Bulks Up
 
Does familiarity breed contempt? With its Super Duty trucks Ford is betting no. Beefed up for their 2005 makeover – but not significantly changed – these segment-leading trucks were last upgraded in 1999 and have remained a strong seller for Ford ever since. In what was probably more luck than design the release of this last generation of F-250 through F-550 pickups coincided with a surge in recreational hauling which saw the sales of these trucks shift from almost all commercial buyers to over 25 per cent personal-use sales. That figure is well over 40 per cent today and Ford says that almost 90 per cent of those Super Dutys are towing something on a regular basis. I think it’s these trends that have convinced Ford that their customers like the truck the way it is.

The key feature for those of us who tow comes in the form of a new tow-haul mode that works in conjunction with Ford’s new “fly-by-wire” accelerator. Another benefit of electronic throttle control is a new idle function standard on all vehicles. This allows elevated idle control for aftermarket accessories such as hydraulic pumps for tow trucks or dump beds. This feature raises the idle speed to provide the necessary power to run these applications, without a complicated manual throttle linkage. The optional transmission mounted Power Takeoff (PTO) continues to be available.

Replacing the outdated transmission overdrive lockout, the new tow-haul mode electronically selects and holds gears while accelerating to maximize torque. It also works for traveling down grades; holding a gear and/or downshifting when the brake is tapped. Both gasoline engines also feature the so-called “limp home” mode, which selectively cuts power to individual cylinders in the event of complete coolant loss, allowing the vehicle to move a short distance for repairs. Add to this telescoping trailer tow mirrors that are heated, upgraded brakes and a new heavier frame for a package that Ford is calling the TowCommand System.
 
Better Control

Actually, there is one more element to this new system: an integrated electronic brake controller. This really is a first – one that most of us think is way overdue. This factory-installed (and warrantied) brake controller is nicely placed in the instrument panel and gives audible and visual warnings relative to trailer operations, and because it’s integrated it works seamlessly and smoothly. I had an opportunity to test the Ford unit back-to-back with several popular aftermarket versions installed on the Ford and competitors’ trucks, and the smoothness of the trailer braking action that this unit achieved couldn’t be matched by any of the others. For us Canadians, who Ford says tow more than most, this will be a welcome feature.

Testing took place at the Arizona Ford Proving Grounds. Here I got to see first-hand that the body remains the same despite rumours that the Super Duty series would take on the new F-150 sheet metal that debuted last year. Ford’s explanation is that Super Duty owners want trucks with their own identity – and if they are reading the trend right that might prove to be a wise move. But there are significant changes (some of which are described above).
 
Size Matters

First, in keeping with its image, Ford’s trucks have to be tough, and the new 2005 Super Duty trucks have all gained horsepower, torque, payload capacity and upped towing limits. For instance, the F-350 is once again the class leader with a new tow limit of up to 17,000 lbs. for a fifth wheel trailer and 15,000 lbs. for a conventional one. That’s an increase of 1,600 lbs. over the old series – but most importantly (for Ford) it’s more than the competition.

Engine-wise there are some tweaks to the existing trio of powerplants, the key one being the addition of Ford’s new three-valve-per-cylinder head to the 6.8L V10 engine as well as the 5.4L Triton V8. Incorporating three valves per cylinder – two intake and one exhaust – makes for better engine breathing and better fuel-air mixing prior to combustion. At the same time, the powertrain controller automatically varies spark timing to optimize combustion. With the spark plug now located precisely in the centre of the combustion chamber, the engine works more efficiently, producing more power than before while still using regular octane gasoline.

Respectively these motors now make 355 horsepower and 455 foot-pounds of torque and 300 horsepower and 365 foot-pounds of torque. The Power Stroke diesel engine that completes the trio (and is found in about 40 per cent of the line) displaces 6L and has been upgraded to make 325 horsepower and a whopping 570 foot-pounds of torque – an improvement of 40 horsepower and 10 foot-pounds of torque.

The 6.8L Triton V-10 gasoline engine, available in the 2005 Super Duty, gets a 45-horsepower boost to 355 hp at 4,750 rpm, and has reduced emissions and no significant increase in fuel use. The peak torque on the engine rises from 425 to 455 foot-pounds at 3,250 rpm. Note that the rpm numbers are quite low. This fact, pointed out by Super Duty engineers, creates a broad, flat power band. This was accomplished by equipping the 6.8L motor with variable intake runners. This means that power is available in every gear, at every speed – for pulling a heavy boat up a ramp or for passing a truck on a two-lane road.

“At lower RPM, the engine uses the long intake runners to generate maximum torque,” said Harold Lowman, Commercial Vehicles powertrain manager. “At higher engine speeds, the intake shifts to the shorter runners. This gives you a very flat torque curve and good response across the rev range.”

Each of these engines is now class-leading – again. That was really the chief reason for being out in the desert. I doubt a response from the competition will be far behind.
 
Big Appetites

To the callous observer the emphasis on power and size in this segment might seem silly, but the fact is that Ford serves a market that has an appetite for bigger and stronger trucks; one that only continues to grow here and in the States. So, for this introduction, to really drive the point home, Ford brought in the competition’s trucks along with trailers loaded with eight, ten or fifteen thousand pounds and we drag-raced them (in the middle of the desert in 40°C heat to boot). The winner was no surprise (after all, you don’t stage an event like this if there’s a chance you’ll lose), and I remember thinking that this kind of show just highlights where a manufacturer is in their production cycle. I did the same thing with GM Heavy Duty trucks in 2000 in Alberta, and guess who won then? But the level of competition is no surprise, as these trucks are high-dollar sale items and the margins are fat. Competition will only get tougher.

Once we got the “who’s got the bigger ___” demonstrations out of the way I got to see the underlying changes to the Super Duty. First the front leaf spring has been dropped in favour of a new coil spring, shock absorber and radius arm setup that anchors the axle to the frame as a second pivot point. This improves ride and turning radius, reducing circles by as much as 12 feet. The rear shocks have been staggered, one fixed forward from the axle the other tilting back. Though not “outboard” like the new F-150, this change reduces wheel hop on washboard. Driving the truck on the off-road course highlighted this improved front and rear end. This improvement is also coupled with a new rack and pinion steering package, which in tandem tackled hard pack and soft sand equally well. Even on the really rough stuff it offered very little negative feedback. The interiors gain a few superfluous upgrades but stay relatively the same. Outside the only real noticeable change is a heavy looking cross bar grille treatment.

One of the upsides to this modest cosmetic upgrade is that Ford says price increases for the new Super Duty should be ever so slight. We’ll see. Pricing for the 2005 Super Duty trucks was not available at press time – but by the time you are reading this you should be seeing the prices in the new ads with the trucks coming to dealer lots.     fm
 
Howard Elmer is a powersports writer and editor based in Brampton, Ont.