Community Forums

Peter M · 09-04-2016, 05:12 PM

Curious as to why The Class A F 53 chasse are not available with the Power stroke V8 turbo Diesel ?
The Power stroke V 8 pumps out 700 FTLBS of torque . I for one would pay the extra for that motor.

TMan59 · 09-04-2016, 05:24 PM

My friend bought one of those dual turbo power stroke p/u a little over a year ago.
Number 8 cylinder has blown twice so far in less then 20,000 miles.
I know of another one, same thing, 8,000 miles.
They both tow a fifth wheel.
I am guessing durability has something to do with why you don't see those power strokes used in anything but a p/u.

vsheetz · 09-04-2016, 05:36 PM

Quote:

Originally Posted by Peter M

Curious as to why The Class A F 53 chasse are not available with the Power stroke V8 turbo Diesel ?
The Power stroke V 8 pumps out 700 FTLBS of torque . I for one would pay the extra for that motor.

Nope, F53 not available as a FRED (front engine diesel) configuration. Some threads here where this has been discussed. I am sure Ford has considered it and rejected.

chuckftboy · 09-04-2016, 08:53 PM

I was at a Ford Dealer a while back and they were working on a diesel pick-up. They had the entire cab lifted off the truck to work on the motor. Not an easy task on a motor home. Anyway, Ford has one of the best gas motors ever built for a RV. Maybe they are content selling all that they can build using a motor with an extremely low failure rate.

Rich-n-Linda · 09-04-2016, 09:55 PM

What is the HORSEPOWER of the Power Stroke diesel? That's what's important, not the torque. If it's less than 362 HP it won't perform as well as the V-10.

Matt A · 09-04-2016, 10:23 PM

I think the main reason is the lack of [low end] competition. Ford is trying to make the F53 as inexpensive as possible, the 6.7 adds ~$9K to the msrp. The V10 F53 is $27K. If there were more competition in the segment I think Ford would think about it a little harder.

For 2017 the Super Duty's 6.7 is rated at 440hp and 925tq. Chassis cab is rated at 330hp and 750tq (chassis cab V10 is rated at 288hp/424tq). In the F650/750 it's available in 270/300/330hp and 675/700/725tq (V10 is 320hp and 460tq). The F53 is 320hp and 460tq.

twinboat · 09-05-2016, 02:44 AM

I would think that the engine is just to wide to fit in the dog house.

They still use the 2 valve V10 in the E series chassis for that reason.

twinboat · 09-05-2016, 03:53 AM

Quote:

Originally Posted by twinboat

I would think that the engine is just to wide to fit in the dog house.

They still use the 2 valve V10 in the E series chassis for that reason.

Did some research on the E series, with diesel engines. They had to detune some engines due to air flow issues.

I imagine that air flow in a F53 would be more restrictive.

SuperGewl · 09-05-2016, 05:19 AM

Quote:

Originally Posted by chuckftboy

I was at a Ford Dealer a while back and they were working on a diesel pick-up. They had the entire cab lifted off the truck to work on the motor. Not an easy task on a motor home. Anyway, Ford has one of the best gas motors ever built for a RV. Maybe they are content selling all that they can build using a motor with an extremely low failure rate.

Actually on a Class A MH it would be easier to work on but on the Class C MH it is the same as working on the P/U trucks, a royal PITA just like the V10 in the Class C's. When it's time to get the plugs changed you might as well get rid of it because they have to pull the motor to get to the back plugs. Not so in the Class A's because of the doghouse.

Peter M · 09-05-2016, 05:22 AM

All tanks for the reply, I thought there could be a reliability issue .

twinboat · 09-05-2016, 05:43 AM

Quote:

Originally Posted by SuperGewl

Actually on a Class A MH it would be easier to work on but on the Class C MH it is the same as working on the P/U trucks, a royal PITA just like the V10 in the Class C's. When it's time to get the plugs changed you might as well get rid of it because they have to pull the motor to get to the back plugs. Not so in the Class A's because of the doghouse.

My Class C has a dog house.

Mark Kovalsky · 09-05-2016, 07:01 AM

Quote:

Originally Posted by Rich-n-Linda

What is the HORSEPOWER of the Power Stroke diesel? That's what's important, not the torque. If it's less than 362 HP it won't perform as well as the V-10.

According to Ford's website here is the horsepower: 440 @ 2800 rpm (6.7L Power Stroke® Turbo Diesel)

jazzerjump · 09-05-2016, 09:38 AM

I also have wondered about a diesel front cl a. I wonder if noise is a consideration. There are comments about gasser noise noise up front. Given the noise factor of some diesel pickups I would guess they would be worse than gas in a front engine class a.

NeilV · 09-06-2016, 02:55 AM

My daily driver is a 1978 Fiat 124 Spider converted to diesel. The 1.8 liter 4 cylinder diesel is much longer than the 1.8 liter gas engine so there is no room for the engine mounted cooling fan so they had to rely on a front mounted electric fan. The airflow at highway speeds is barely adequate to cool the diesel so you must add a water wetter and change the coolant regularly to maintain peak cooling efficiency so you are not running over 210 on the highway.

Due to new EPA regulations a diesel now requires a urea tank and additional equipment that they need to make room for which is one reason you don't see that many side radiator diesel pushers any more and some coach builders gave up basement air instead of pushing for updated models with larger capacity.

Different diesel catalytic converter, external vacuum pumps are required since there is no real intake vacuum to speak of on a diesel also add to the cost.

Still if the V10 blew in mine I might consider transplanting a turbo diesel along with its transmission from an Isuzu NPR truck for the jump in fuel economy. The Spider instead of getting in the low 20's in the city and high 20's on the highway like it got with the gasoline engine now gets around 40 mpg city and about 50 mpg highway with the same displacement diesel engine.