2011 Superduty diesel: 390hp/735tq
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Joined: Apr 2003
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From: Cummins Technical Center, IN
Ford and Chevy will just give up Actually, the new ISX is available in either 11.9L or 15L configs.
I touch them every day
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Joined: Apr 2003
Posts: 6,564
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From: Cummins Technical Center, IN
Yeah the ball joints will last 20 miles. 
Ford owns the rights to aweful powerstroke name. I just got the April 2010 trailer life and they got 16.6 mpg out of a F450. And before someone responds with "I can get 123105640mpg from my dually", just my experience usually magazine fuel economy numbers are WAYYY lower than what the average person can get. IIRC motor trend got something like 13-14 mpg from an 03 dodge back in the day. It should be interesting to see whose strategy works better Ford and GM (urea injection, higher initial cost but supposedly lower operating costs) vs. Dodge (lower initial cost but supposedly higher operating costs).
Ford owns the rights to aweful powerstroke name. I just got the April 2010 trailer life and they got 16.6 mpg out of a F450. And before someone responds with "I can get 123105640mpg from my dually", just my experience usually magazine fuel economy numbers are WAYYY lower than what the average person can get. IIRC motor trend got something like 13-14 mpg from an 03 dodge back in the day. It should be interesting to see whose strategy works better Ford and GM (urea injection, higher initial cost but supposedly lower operating costs) vs. Dodge (lower initial cost but supposedly higher operating costs).
The regular Dodge pickups with bed have the NOx absorber, and will (or should) get lower MPG when towing, all else being equal.
The SCR system lets you run higher NOx out of the engine. And with almost no exception, a higher NOx tune is a higher MPG tune.
When you're towing heavy, NOx levels are pretty low already. At lighter loads, the engine runs leans and NOx levels tend to climb with the leaner A:F ratio. Hence, the engine will sip DEF. But at low loads, the NOx level climbs and the DEF (urea) consumption rate goes up with it.
That's what a low-load application does better without SCR. High load applications (OTR, hauler) should probably have SCR.
The base SCR cal will generally get better mpg than the non-scr calibration, but running the SCR at low load drives up urea consumption enough to where it actually costs more (urea +fuel) than running a lower mpg cal on just fuel.
Last edited by HOHN; Apr 29, 2010 at 07:21 PM. Reason: update
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Joined: Jul 2007
Posts: 522
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From: Weymouth, MA
For the dedicated hauler, the urea is frankly a better option. That's why the C&C Dodges with the 6.7L have urea.
The regular Dodge pickups with bed have the NOx absorber, and will (or should) get lower MPG when towing, all else being equal.
The SCR system lets you run higher NOx out of the engine. And with almost no exception, a higher NOx tune is a higher MPG tune.
When you're towing heavy, NOx levels are pretty low already. At lighter loads, the engine runs leans and NOx levels tend to climb with the leaner A:F ratio. Hence, the engine will sip DEF. But at low loads, the NOx level climbs and the DEF (urea) consumption rate goes up with it.
That's what a low-load application does better without SCR. High load applications (OTR, hauler) should probably have SCR.
The base SCR cal will generally get better mpg than the non-scr calibration, but running the SCR at low load drives up urea consumption enough to where it actually costs more (urea +fuel) than running a lower mpg cal on just fuel.
The regular Dodge pickups with bed have the NOx absorber, and will (or should) get lower MPG when towing, all else being equal.
The SCR system lets you run higher NOx out of the engine. And with almost no exception, a higher NOx tune is a higher MPG tune.
When you're towing heavy, NOx levels are pretty low already. At lighter loads, the engine runs leans and NOx levels tend to climb with the leaner A:F ratio. Hence, the engine will sip DEF. But at low loads, the NOx level climbs and the DEF (urea) consumption rate goes up with it.
That's what a low-load application does better without SCR. High load applications (OTR, hauler) should probably have SCR.
The base SCR cal will generally get better mpg than the non-scr calibration, but running the SCR at low load drives up urea consumption enough to where it actually costs more (urea +fuel) than running a lower mpg cal on just fuel.
Yeah depending on truck set up (cclb 4wd drw) and how few miles are polly on the engine it is not too bad.
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