2018 Ford F-150 3.0L V-6 Power Stroke Diesel Review & Changes – As it pertains to pickup trucks, the determination to go diesel is usually a straightforward one: If you haul heavy tons and/or pull trailers on a regular schedule, there is no alternative for the self confidence-uplifting muscle and low-end torque of a compression-ignition engine. The incremental changes in fuel economy that you will also get just sweeten the package. The new 2018 Ford F-150 with its optionally available 3.0-liter V-6 Power Stroke turbo-diesel, however, flips this formula on its head.
Though it now dons a Power Stroke badge, the 3.0-liter V-6 comes with an international pedigree. Frequently known to as the Lion engine, it absolutely was mutually designed by Ford with PSA Peugeot Citroën years earlier and is presently used in some Land Rover goods. We in the past in depth how Ford beefed it up for household truck duty, but here is a quick refresher: The block is a compacted graphite-iron throwing, and new parts include a forged crankshaft with particular rod and crank bearings and a variable-geometry turbocharger. The popular-rail fuel injections work at 29,000 psi, whilst twin fuel filter systems and a dual-stage gas push address wholesomeness and lubrication troubles. Even though its 250-hp body may appear a tiny poor in the knee joints, it is the 440 lb-ft of torque that is of curiosity to those that work their trucks difficult. A 10-speed automatic is the single transmission choice. (A full rundown on the new engine and transmission can be obtained right here.)
Ford has created some sound with the 3.0-liter diesel’s fairly recently released 30-mpg highway EPA fuel-economy status (together with 22 mpg city and 25 mpg put together), but these figures use only to the rear-wheel-drive SuperCab. The well-known four-wheel-drive SuperCrew design is rated at 25 mpg highway, 20 mpg city, and 22 mpg put together-nevertheless remarkable for a full-size pickup. For comparison, the 2018 Ram 1500 EcoDiesel earns a 27-mpg highway estimation for equally two- and four-wheel-drive versions, but the rear-drive Ram’s 20 mpg city and 23 mpg mixed scores trail the Ford’s, as do the Ram 4×4’s 19 mpg city and 22 mpg merged.
Proceeding diesel will come at a price. In the Lariat trim, swapping the standard 2.7-liter EcoBoost V-6 with the 3.0-liter Power Stroke diesel expenses $4000; swapping out the King Ranch’s standard 5.-liter V-8 with the diesel is a $3000 upcharge, a difficult task thinking about the muscle, gas-eliminating 3.5-liter EcoBoost V-6 may be spec’d for a fairly uncomplicated $600 (or $1600 on the Lariat). In the simpler XL and XLT models, the diesel is available for fleet clients only. Neglect the traditional “for a diesel” qualifier, as we can easily say the 3.0-liter Power Stroke is just straight-up calm. Besides a small quantity of revealing diesel clatter at startup, there is the small indicator that the engine inside forgoes spark ignition in the approach of combustion. Certainly, standing immediately in front of the truck’s grille or popping the hood will disclose the engine’s real character, but in the terminology of NVH at the helm, it may sound significantly more like a mild-mannered gasoline V-6 than a heavy hauler.
We sampled a number of distinct trims and styles equipped with the diesel, starting off with a King Ranch SuperCrew 4×4 with 700 pounds of landscaping design products in the bed furniture. Step-off is as comfortable as you would expect from an engine with 440 lb-ft of torque available at merely 1750 rpm and couple to a 3.55:1 rear-axle rate, but you never get the very same redline-going after speed presented by the 2.7- and 3.5-liter EcoBoost V-6s. Moving the circuitous two-lane Highway 72 western side of Broomfield, Colorado, to an elevation of more than 8800 feet previously mentioned seas level introduced the tiny challenge for the diesel. The 10-speed automatic transmission in its Standard mode-Sport, Eco, Pull/Haul, and Off-Road methods also are available-carried out virtually imperceptibly. Nonetheless, with 10 cogs to pick from there is not a whole lot of genuine estate in involving the proportions. The ride was extremely easy, controlled, and peaceful. Sliding the shifter into its manual mode made it possible for us to pick a items for optimum engine braking when moving down the mountain; sad to say there is no exhaust brake, judgment out the probability of involving our inside 10-year-olds with a speedy and loud online game of “big rig practically out of control” when savoring a boogie with gravitational pressure and energy.
To discover how the identical path would feel in an unladen truck, we grabbed a softly optioned Lariat SuperCrew with the exact same powertrain and retraced our option. As expected, the removing of 700 pounds of ballast in the bed furniture manufactured for a bouncier ride, but it really was no livelier than almost every other recent F-150. We changed to Sports mode and applied a heavy foot to deliberately drive down the fuel-economy number for the length of the around 22-mile journey. Following coating up at traffic lighting fixtures in opposition to unique and completely oblivious competitors for a handful of unplanned rounds of Wide Open Throttle: F-150 Diesel Edition, we noticed a completely affordable 21.8 mpg (mentioned) for the course. Off-roading in a SuperCrew equipped with the FX4 Off-Road package experienced very little to use the diesel exclusively besides accentuating how easy it is to modulate the throttle at low speeds thanks to all that low-end torque. Just keep energy and permit the four-wheel drive and non-obligatory electronic rear securing differential gain their continue to keep.
Finally, we grabbed one more King Ranch SuperCrew, this time with 6240 pounds of box trailers attached to the problem. That is a big stress but almost two loads below this configuration’s 10,100-pound optimum pull score. (The 11,400-pound max pull status Ford promotes for the diesel is for regular-cab, two-wheel-drive XL models only.) This time we embarked on a diverse 23.5-mile loop of diverse terrain, driving rapidly but cautiously-braking earlier, expecting red lamps and preserving the speed of traffic. This truck was equipped with the 3.31:1 rear differential, and you could feel it. As those who have trailered by having an F-150 is aware of, it is an excellent pull vehicle-it tracks straight, the sway control brings a level of safety and comfort, and it typically helps make towing far simpler and more secure than you would count on. But just before we struck the uphill servings of the course (we started out at 5420 feet over water level) the 3.0-liter diesel was operating full time to preserve 55 mph, and even average mountains had been a foot-to-the-floor matter. It is not really that we had been anticipating it to conduct with a Super Duty level of nonchalance, but the remarkable improvements in the HD world over the last handful of years may have unrealistically higher our objectives for the 3.0-liter Power Stroke.
It is essential to note it by no means sensed overstressed in the way a gasoline engine can when tugging a weight uphill, that feeling in which the vehicle slows down to a level that you get started to take into consideration that you may not make it to the top. The Power Stroke preserves self-confidence all the way, loyally or else exuberantly. And it by no means betrays its calm the outdoors; the last Ram 1500 EcoDiesel we analyzed never ever permit you to neglect a diesel was under the hood. The dash showed a suggested 12.8 mpg for this trailers-towing section. We are realistically positive flatlanders can have no worries increasing with this body, and we are concerned to see what type of phone numbers we are able to article on a longer option on our home turf.
There is no question that the 3.0-liter Power Stroke is a shiny performer. The message will come when you start to look into the phone numbers in earnest. In add-on to changing your fuel-economy requirements for cab and driveline variants as in the past comprehensive, there is the small subject that the diesel’s 11,400-pound max pull status and 2020-pound payload score is not even adequate to ensure it is the most capable workhorse in the F-150 lineup. That recognize tumbles to a correctly equipped F-150 with the 3.5-liter EcoBoost V-6 that is rated to pull 13,200 pounds and haul a 3270-pound payload. Additional clouding the problem, the EcoBoost’s pull scores are measured operating premium fuel, which shuts the space or in certain cases completely negates the price advantage gasoline may have over diesel at the water pump. Thinking about the preliminary upcharge for the diesel engine, it is a figure online game better left to be played out by purchasers with sharp pencils and solid utilization information.
Offered the absence of a black-and-white economic discussion for the diesel and the fact that Ford anticipates it is going to accounts for just 5 % of all F-150 sales, we speculate if recognition is the genuine play on this page. Ford confided to us previously that the Dagenham, Great Britain, assemblage center exactly where the 3.0-liter diesel is built has sufficient capacity to go beyond the present require; with each the U.S.-spec Ranger and a new Bronco waiting around in the wings, it is entirely possible that Ford may be eyeing the engine for use in all those vehicles, also. The baseline is that efficiency is the target right here, not pulling-power supremacy. If you regularly pull an average quantity over long ranges, say a set of snowmobiles or ATVs, or utility trailers under 5000 pounds-and sometimes deal with a simple-haul, 7000-pound-plus towing career-the 3.0-liter Power Stroke diesel will offer a great deal of calm power and in theory enhanced fuel economy over the long run. But based on our brief publicity thus far, clients who on a regular basis pull more than 6500 pounds over long ranges can be far better provided by the 3.5-liter EcoBoost or must look into transferring up to a Super Duty.