Ford’s heavy-hitting Super Duty light on fuel use
PRESCOTT, ARIZ.—When a new model is launched, you expect the company reps to be enthusiastic. For the all-new 2011 Ford Super Duty, they’re actually cocky.
The Ford staff pretty much have reason to be: this new truck looks like the benchmark for work machines.
It’s offered as the F-250 and F-350 pickup, as well as pickup or chassis cab as the F-450, and as the cab-only F-550. This newest Ford uses two all-new engines with a new six-speed automatic transmission, delivering double-digit mileage improvement.
The 6.2 L gasoline engine produces 385 hp and 405 lb.-ft. of torque, versus the 300/365 of the outgoing 5.4 L V8. The big news is the 6.7 L turbodiesel, at 390 horses and a house-pulling 735 lb.-ft. of twist. That’s 85 lb.-ft. more than the previous 6.4 L diesel, and leaves me wondering where the torque wars can go from here.
It’s the first North American diesel designed and built in-house by Ford (in Mexico, then shipped to the Kentucky truck assembly plant) following an acrimonious divorce from previous supplier International.
Trucks this big are exempt from government fuel ratings, but Ford claims efficiency improvements over the old engines that should perk up fleet owners: 18 per cent better on diesel and 15 per cent improved on gasoline.
In a media mileage challenge, my co-driver and I piloted a single-wheel diesel F-350, loaded with 453 kg (1,000 lbs.) and four passengers. Driving normally — after passing a journalist doing 50 km/h on the highway — our truck registered the equivalent of 8.1 L/100 km (35 mpg).
The winner among diesel-powered trucks was the diesel dawdler, who took the fuel crown but arrived late for dinner, squeezing out 6.9 L/100 km (41 mpg). Among gasoline trucks, the victor recorded 13.0 L/100 km (22 mpg).
The fuel savings should offset the diesel engine’s hefty premium of $9,950. With gas engines, the configurations (regular, SuperCab and SuperCrew) range in starting prices from $35,499 to $43,399 for F-250; from $36,999 to $44,999 for F-350; and the F-450 starts at $59,599 in 4x4 SuperCrew dually, and at $39,999 for the base 4x2 single-wheel chassis cab.
Unlike the new heavy-duty Dodge, which uses filters and catalysts to meet nitrous oxide emissions standards, Ford uses urea fluid, added to a separate tank sized to need refilling during regular maintenance. The truck gives plenty of warning when it’s running low; ignore it, and it’ll progressively cap its top speed. Run it dry, and the truck will only idle.
Impressively, the diesel is quiet enough that it sounds like gasoline. It includes an engine brake, but unlike Dodge, where it’s pushbutton-activated, Ford’s is on all the time. It’s a subdued rumble on this hushed engine, which I found disappointing: I like Dodge’s mini-tractor-trailer “braapp” on downhill grades.
Towing enhancements include trailer sway control and hill start assist, standard on all models, along with an integrated brake controller (on the right-hand side of the dash, where it belongs) that’s either standard or available, depending on the model. Conventional towing maxes at 7,257 kg (16,000 lbs.), fifth-wheel at 11,067 kg (24,400 lbs.).
The transmission can be manually shifted, but if you prefer to keep it in Drive while towing, you can lock out the higher gears. A new optional driver information screen keeps mileage records on various trailers entered in its memory, while a coaching application — call it Towing For Dummies — runs through a checklist from connecting the trailer to attaching the chains.
Also new, and an industry exclusive, is an optional fifth wheel/gooseneck package, added at the factory, of an additional crossmember, laser-cut holes for the hitch, and harness plug inside the bed.
Ford set up trucks and trailers for towing up and down a winding mountain road, including heavy-duty rivals from GM and Dodge.
Ford pulled the easiest — not surprising, given the torque — and had the smoothest steering. Dodge, with a 650 lb.-ft. torque rating from its 6.7 L Cummins diesel, was a close second for steering and braking performance. Producing 660 lb.-ft. from its 6.6 L Duramax diesel, GMC had the twitchiest steering, but it’s also showing its age: an all-new heavy-duty is coming later this year.
With the Ford, though, there was a bump at each gear change, most noticeable on upshifts. The engineer couldn’t pinpoint it and suggested the effect of weight on the suspension, but when I drove a more heavily-laden F-550 later on, it was smooth as silk. Only some trucks exhibited it, and it remains a mystery.
The redesigned interior includes new seats from the F-150, improved a/c flow to rear passengers, and on crew cab models a locking bin under the rear chairs that can be configured to hold fishing rods or hunting rifles.
Ford Work Solutions comes to Canada this year. It consists of four separate packages: Internet-accessible computer, radio-frequency tool-tag system, fleet management telematics and integrated locking cable to secure items in the box.
Also new is Live Drive PTO, a power take-off that works any time the engine is running, including neutral and reverse.
The heavy-duty segment is relatively small, but it’s a vital one: fleets buy trucks in volume, and they’re looking for ability and economy. With this new truck, Ford is coming to the job site with both.
Travel was provided to freelance auto writer Jil McIntosh by the automaker. jil@ca.inter.net
2011 Ford Super Duty
PRICE: $35,499—$59,599 (base)
ENGINE: 6.2 L V8 gasoline, 6.7 L V8 turbodiesel
POWER/TORQUE: 385 hp, 405 lb.-ft. (6.2 L); 390 hp, 735 lb.-ft. (diesel)
FUEL CONSUMPTION: N/A officially
COMPETITION: Chevrolet Silverado, Dodge Ram, GMC Sierra
WHAT’S BEST: Awesome torque, fuel efficiency, quiet engine
WHAT’S WORST: Hefty price tag on the diesel
WHAT’S INTERESTING: You no longer have to remove the cab to service the turbocharger
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