Jump to content
News
Reviews
Discussons
Activity
Create New...
Close
  • William Maley
    William Maley

    By William Maley •

    Chicago 2019: 2020 Ford F-Series Super Duty

      A new V8 engine takes the place of the V10

    With new versions of GM and Ram Trucks' heavy-duty pickups coming around the corner, it comes as no surprise that Ford has decided to update their F-Series Super Duty trucks. The big news is what resides under the hood.

    Taking the place of the 6.8L V10 engine is a new 7.3L V8 engine. Ford isn't detailing any specs on this engine, but is claiming that it will be the most powerful V8 in the class. The V10 produced 362 horsepower and 457 lb-ft of torque, and could tow up to 33,000 pounds.

    The 6.7L PowerStroke turbodiesel V8 engine has been updated with a larger turbocharger, fuel injection system, and upgraded internals. Again, Ford is keeping mum on specs. The base 6.2L gas V8 engine remains unchanged.

    All engines come paired with a new ten-speed Torqueshift automatic transmission that slots in the same space as the previous six-speed automatic.

    The exterior gets new front end styling to improve cooling, along with new LED lighting. Other changes for the 2020 model include more active safety equipment, 4G LTE Wi-Fi hotspot, wireless phone charging, and Pro Trailer Backup Assist.

    The 2020 F-Series Super Duty arrives at dealers this fall.

    Gallery: 2020 Ford F-Series Super Duty

    Source: Ford

    New Ford F-Series Super Duty Pickup Raises Bar Again With Next-Level Capability, Power And Technology

    • Next-level capability: New 2020 F-Series Super Duty will offer its highest-ever conventional, gooseneck and fifth-wheel towing and payload ratings
    • Next-level power: Most powerful Super Duty yet launches with two new engine offerings including all-new advanced 7.3-liter gasoline V8 and upgraded third-generation 6.7-liter Power Stroke® diesel V8; all-new heavy-duty 10-speed TorqShift® automatic transmission
    • Next-level technology: New F-Series Super Duty now offers class-exclusive Pro Trailer Backup Assist, while its Trailer Reverse Guidance is now compatible with fifth-wheel and gooseneck trailers; standard FordPass Connect™ with 4G LTE modem and available wireless charging keep you connected; smart driver-assist features such as automatic emergency braking are standard on XLT series and above

    DEARBORN, Mich., Feb. 5, 2019 – Ford, America’s truck leader, introduces the next level of Built Ford Tough heavy-duty pickup truck capability, power and technology with the new 2020 F-Series Super Duty pickup.

    “Super Duty customers have demanding and diverse needs – from towing heavy trailers to repairing critical infrastructure,” said Kumar Galhotra, Ford president, North America. “Productivity is their lifeblood and their truck is their biggest tool. Our new Super Duty has more power, more payload and towing capability and better technology than ever to help these customers build a better world.”

    F-Series Super Duty had the most market share in industries such as government with more than 60 percent share, petroleum with 50 percent share and utility services with more than 45 percent share, according to Ford analysis of IHS Markit TIPet U.S. registration data, January 2017 through November 2018. Assembled in the United States, Ford’s F-Series Super Duty is built with pride at both Kentucky Truck Plant in Louisville and Ohio Assembly Plant in Avon Lake.

    New F-Series Super Duty improvements include new gas and diesel engines, an all-new 10-speed automatic transmission, chassis upgrades, exterior and interior design updates, and smart advanced technology that raises the bar again in towing, payload and connectivity.

    All-new powertrains for improved performance and capability

    An all-new Ford-designed and Ford-built 7.3-liter V8 joins the standard 6.2-liter V8 in Super Duty’s gas engine stable. The Ford-designed and Ford-built third-generation 6.7-liter Power Stroke® diesel V8 is upgraded to deliver more power and torque. An all-new Ford-designed and Ford-built 10-speed heavy-duty TorqShift® automatic transmission is paired with the 7.3-liter V8 and third-generation 6.7-liter Power Stroke® diesel V8. Ford is the only manufacturer to design and build all of its heavy-duty engine and transmission combinations – ensuring the powertrain works seamlessly with all chassis components and vehicle calibrations.

    “With the addition of the 7.3-liter V8, upgrades to our 6.7-liter and the debut of an all-new 10-speed transmission, we are delivering the strongest, most capable Super Duty powertrain offerings yet,” said Mike Pruitt, Ford Super Duty chief engineer.

    The 7.3-liter gas V8 engine delivers high performance in a compact package. Based on decades of commercial engine experience, this 7.3-liter is expected to be the most powerful gas V8 in its class – providing durability, ease of maintenance, and the towing and payload capability customers want. It uses an all-new cam-in-block, overhead valve architecture with cast iron block and forged steel crankshaft for maximum durability. Port injection with variable-valve timing optimizes the intake and exhaust to match performance with workloads. Oil jets cool the pistons under heavy loads.

    Super Duty’s third-generation 6.7-liter Power Stroke includes a new 36,000-psi fuel injection system with all-new injectors that precisely meter and spray up to eight times per stroke to control noise levels and optimize combustion. This innovative inboard exhaust diesel V8 features a redesigned electronic-actuated variable-geometry turbocharger that provides improved pumping efficiency and throttle response. Structural enhancements increase the strength of the cylinder head, block, connecting rods and bearings to handle higher cylinder pressure and increased output. New steel pistons provide higher firing pressure capability and less friction – meaning improved performance and more horsepower and torque than ever.

    The truck’s standard 6.2-liter gas V8 rounds out the three engine choices for Super Duty customers. This workhorse offers heavy-duty truck customers proven capability at an affordable price.

    Ford is making its all-new 10-speed TorqShift automatic transmission available across all three Super Duty engine offerings for the new 2020 model. This TorqShift features a wider gear ratio span than the 6-speed and is designed for the harshest towing conditions. The heavy-duty transmission continues to offer class-exclusive live-drive power takeoff, which allows the operator to engage industrial equipment and accessories, such as snowplows, with the truck in motion.

    This electronically controlled transmission has selectable drive modes that include normal, tow/haul, eco, slippery, and deep sand and snow. The entire unit is so cleverly engineered that – even with four extra gears – it fits in the same space as the 6-speed and weighs only 3.5 pounds more.

    Technology that assists and improves productivity

    For 2020, class-exclusive new Pro Trailer Backup Assist makes negotiating even the largest trailers into the tightest of spaces easier than ever before. With hands off the steering wheel, drivers use the Pro Trailer Backup Assist knob to easily steer the trailer via the reverse camera. The truck’s Trailer Reverse Guidance system shows trailer angle and direction, and provides steering suggestions to most efficiently direct a trailer backward. Both systems are built to accommodate all trailer styles, including fifth-wheel and gooseneck trailers.

    Because today’s work is a 24/7 proposition, staying connected is essential. Every new 2020 Super Duty includes FordPass Connect™ embedded 4G LTE modem with Wi-Fi access for up to 10 devices, keeping crews in communication no matter where the job might take them.

    Available lane-keeping alert helps you stay between the lines on the road, while the Blind Spot Information System with trailer coverage monitors for vehicles in your blind spots – even when towing. Pre-Collision Assist with Automatic Emergency Braking and Pedestrian Detection aids in avoiding or mitigating collisions with other vehicles and pedestrians. These features are standard on XLT and above Super Duty models. Modern touches include the addition of wireless charging and USB-C ports to power your devices.

    Powerful upgrades inside and out

    Across the range, an enhanced front-end design allows for optimized cooling and lighting performance under heavy loads. For the first time, all dual-rear-wheel Super Duty trucks are fitted with a uniquely designed high-airflow grille optimized for maximum powertrain cooling.

    Super Duty’s LED headlamps have a new look with improved performance, while high series trucks feature continuous signature lighting. An improved front bumper and air dam optimize cooling and make using utility hooks easier. A freshened tailgate design, revised taillamps and new rear bumper convey bolder Built Ford Tough style.

    Decorative appliqués on the doors and media bin door have been updated on Lariat, while on Platinum edition trucks, these pieces have been updated to Onyx Argento wood. The interior of the Limited model is completely refreshed, with colors updated to Ebony and Highland Tan to provide a refined, modern feel. Limited features authentic materials like genuine leather, a coarse ash wood in black and modern brushed aluminum trim. Crafted details include decorative stitching on the leather-wrapped instrument panel topper, wrapped door armrests, seating and center console lid, and an embroidered Super Duty logo added to the floor mats. A soft headliner in Miko® suede is intended to give the cabin an expansive feel.

    Tested to Built Ford Tough standards

    The new F-Series Super Duty debuts as the most tested pickup in the company’s history. It endured more than 12 million miles of testing for the 2017 model year, which was increased by an additional 7 million miles for 2020 to ensure the new Super Duty can stand up to the rigors the most exacting truck customers demand of it. This torture includes running the truck around the clock under the most extreme loads and through all kinds of environmental conditions using dynos, test tracks and public roads. Because the testing surfaces and durability test tracks are so punishing, many of the miles are run using robot drivers that can handle the abuse better than humans to ensure every F-Series truck is Built Ford Tough.

    Ford’s new 2020 F-Series Super Duty will start shipping to dealers this fall.

    Edited by William Maley

    Go to articles

    User Feedback

    Recommended Comments



    ccap41
    13 hours ago, smk4565 said:

    Mercedes Trucks do have a 155,000 mile powertrain warranty, a bit longer than what you get a Chevy or Ford, and Unimog has to hit the Euro VI emissions standards too, which probably play a role in engine tuning.  But we are comparing commercial truck to retail/personal use truck here.  The Merceds Actros has 3,000 lb-ft of torque, granted it is a 15.6 liter engine, but Mercedes has no problem making torque out of their engines.

    Daimler is also the #1 commercial truck seller on this side of the pond too, they know trucks better than anyone.  Daimler invented the truck after all:

    first-daimler-truck-1.jpg

     

    Blah Blah Blah Mercedes 7.7L is weaker than the much smaller displacement :unitedstates: Diesels. 

    Shouldn't it be like 600hp/1200lb-ft of torque? They should get with the times already. 

    41 minutes ago, Robert Hall said:

    Yes...don't know if it would fit without major mods... a Power Stroke diesel Mustang would be interesting also (I think some of those have been swapped into modern Mustangs).  

    With the more compact pushrod design, I doubt its much or any physically larger than the DOHC Coyote. 

    • Agree 2
    Link to comment
    Share on other sites


    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.

    ×

  • google-news-icon.png



  • google-news-icon.png

  • Subscribe to Cheers & Gears

    Cheers and Gears Logo

    Since 2001 we've brought you real content and honest opinions, not AI-generated stuff with no feeling or opinions influenced by the manufacturers.

    Please consider subscribing. Subscriptions can be as little as $1.75 a month, and a paid subscription drops most ads.*
     

    You can view subscription options here.

    *a very limited number of ads contain special coupon deals for our members and will show

  • Community Hive Community Hive

    Community Hive allows you to follow your favorite communities all in one place.

    Follow on Community Hive

  • Similar Content

  • Posts

    • trinacriabob
      2023 Chevrolet Trailblazer AWD - one week behind the wheel and its pros and cons

      By trinacriabob · Posted

      I was in a situation where I had rented a car – a category with a trunk – and there weren’t any available.  Their running out of certain categories happens frequently nowadays.  As such, I was assigned a 2023 Chevrolet Trailblazer. This didn’t look like any of the Trailblazers I remember.  For one, it was a lot smaller.  It was also badged as AWD.  I assumed there would be a Chevy 1.5L T I-4 under the hood.  Previous Trailblazers of the New Millennium ran with a 4.1 L I-6, possibly the modernized, aluminized version of the same 250 c.i. I-6 of the last century.  A friend bought one of these in the early 2000’s.  I was once given one by a rental agency and its 4.1L I-6 was incredibly smooth, but given how quickly the fuel gauge headed west, I took it back for an exchange within a day. Before even settling into the car, I looked under the hood to find a 1.3L T 3-cylinder engine.  Three-cylinder engines have become a lot more prevalent in Europe, even in small SUV-CUV types but typically in econoboxes.  As for initial impressions, it looked like the car would be sensible to drive and operate its functions.  This tuned out to be true.  The seats are supportive and comfortable enough, together with some attractive stitching, The materials are not high grade, with the same tougher fabric which might be in the Malibu.  In fact, except for some minor differences, transitioning from a Malibu to a Trailblazer is easy.  The width of the cabin, the gauges and switches, and the urethane steering wheel and its controls are similar.  In fact, in the Trailblazer, some things are better.  The touch screen is engaged in the dash, with the center vents above it, providing for excellent dispersion of what the air conditioner was dishing out - which was very cool.  Further down, the cubby for electronic devices is flatter and larger and the outlets and switches are all linearly arranged next to each other for easy use.  Also, with the inherently higher seating position, the view is better and the shifter and console height are in a more user-friendly position. The exterior sheet metal shows good taste, and the character lines are nicely done.  The front fascia with its lighting set-up is its strong point.  Even the rear taillamps look good as they wrap the rear corners. Returning to mechanical specifications, the transmission was a geared one.  The interwebs and its owner manual revealed this.  If a new Trailblazer is AWD, the transmission is a 9-speed automatic.  If it’s a 2WD, the transmission is a CVT.    This is a very utilitarian and practical package, and it couldn’t be described as refined.  However, the engine is not grainy but its rhythmic but not hushed hum is always present.  When pushed, it just hums more audibly.  The engine does what it’s supposed to do.  With around 140 horsepower, this is not a powerplant with which to riskily pass, sprint up long grades, and think it’s a jackrabbit, despite its having a turbocharger. The transmission is a “humorous” one.  I can’t think of another word.  There’s the expression “children should be seen and not heard.”  In this Trailblazer, it’s more like “children are heard but not seen.”  As the gearbox marches through its 9 gears, the spool-ups are quick and you hear them, but the unit slushes into the next gear as if it was a CVT and you don’t even feel the shifts.  However, if throttled, you will definitely feel the shifts and, in stop and go driving at lower speeds, it can hunt within the first 3 gears and do it in a jerky way.  However, in composed linear driving, the shifts are seamless but the short intervals for each gear, complete with the “sound effects,” was humorous … at least to me. The Trailblazer is a nimble enough vehicle.  It rides fairly smoothly, but can quickly become unsettled.  Its ride quality is not as budget-like as that of the now gone Chevy Spark and Sonic, but not as pleasant as that in the Malibu or even what they were able to accomplish in the final-gen Cruze.  Wind noise is reasonably controlled, but tire and suspension related noises aren’t as effectively soaked up.  The road surface is always being communicated to the cabin, telling you this is not a premium vehicle.  In the CUV-SUV category, I’ve only driven the much larger Chevy Traverse with a 3.6 VVT V6 … and we’re talking two different worlds. With the higher seating position, front and side visibility are good.  The thick rear sail panel makes angled rear visibility challenging.  This seems to be the norm in this typology of vehicles.  This unit did not have parking or side traffic sensors, which are much needed, and a few lane changes were more challenging since I like to mix up looking over my shoulder and using the mirrors.  With the rear seat up, storage space is good … thanks to the Trailblazer’s the boxy shape, and it’s very good with the split rear seat folded forward into the cabin.  It would come in handy to move boxes or a bundle of items.  There was a slot for a rear cover over the storage area, but it was missing.  This is one of the reasons I try to avoid this typology at the rental counter.  The windows are more tinted toward the rear, but I was still not comfortable with that.  The rental agency said ‘but we sell insurance for your personal effects.’  I doubt someone has the time to replace apparel and items that have been purchased over a span of agent while traveling.  Rental agencies don’t do a good job of monitoring this item.  I’m sure that a private owner would keep the retractable cover in its place as needed. Inside, while the controls are logically placed, there is no remote hatch or fuel filler release.  However, if the vehicle is locked, the fuel door cannot be opened.  Fuel consumption can vary a lot and the instant fuel mileage readout will clue in the driver to that.  I set the drivetrain to 2WD and “eco” mode, but it still has to lug around AWD hardware.  The readout goes from unimpressive city driving fuel efficiency to very plausible mileage at steady highway cruise.  The 9-speed automatic allows the Trailblazer with AWD to cruise at 65 mph at about 1,900 rpms.  That’s why it can attain the higher fuel mileage, but it took going to 3 cylinders to attain that. It was very easy to transition to the Trailblazer from several other Chevrolet models, and especially the Malibu.  Thinking of the similarities and differences, the Trailblazer could almost be viewed as a higher sitting and less refined riding 3-cylinder Malibu turned CUV-SUV.  For a consumer at the intersection of needing the packaging this vehicle provides and its price point, the Trailblazer could make sense. - - - - - PHOTOS FORTHCOMING
    • David
      Item: DFELT First EV - 2024 Kia EV9

      By David · Posted

      Name: DFELT First EV - 2024 Kia EV9 Category: Vehicles Date Added: 2024-04-29 Submitter: David   DFELT First EV - 2024 Kia EV9  
    • David
      Site Scavenger hunt

      By David · Posted

    • Robert Hall
      Permanent Car Spotters

      By Robert Hall · Posted

      My vacation this past week didn’t pan out as planned, had to take an abbreviated trip closer to home.  Spent the last 3 nights in Marietta, Ohio down on the Ohio River.  Took the scenic route today up Ohio Rte 7 to my childhood hometown of Steubenville and out Rte 22 to 250 around Tappan Lake to I-77 then back home to the CLE area.  Took a couple scenic drives around Appalachian Ohio back roads Fri and Sat, my CT6 performed great on windy, hilly roads for such a big car.  It’s really a great road trip car.  Averaged 27.7 mpg over almost 600 miles.   Saw some interesting cars on the trip—an orange 70 Mustang coupe and a clean black ‘71 Chevelle.  Saw many dead and dying old cars in the backwoods fields and hollers.  Near my hotel, saw this red Thunderbird, orange MGB, red 1st gen Honda Insight (haven’t seen one of those forever), and a white C8.  Also saw sternwheelers and barges on the river. Fun, restful little getaway.  
    • David
      Random Thoughts Thread

      By David · Posted

      Have to say this I totally agree with: Leasing is the best, most affordable way to get a quality new EV — here's why (thecooldown.com)

  • Who's Online (See full list)

    • There are no registered users currently online

  • My Clubs

×
×
  • Create New...

Hey there, we noticed you're using an ad-blocker. We're a small site that is supported by ads or subscriptions. We rely on these to pay for server costs and vehicle reviews.  Please consider whitelisting us in your ad-blocker, or if you really like what you see, you can pick up one of our subscriptions for just $1.75 a month or $15 a year. It may not seem like a lot, but it goes a long way to help support real, honest content, that isn't generated by an AI bot.

See you out there.

Drew
Editor-in-Chief

I've whitelisted
Continue without support

Write what you are looking for and press enter or click the search icon to begin your search

Change privacy settings