Questions about my 14 F150
07-21-2014, 07:25 PM
#11
Senior Member
07-21-2014, 08:02 PM
#12
Senior Member
Great truck, big truck. Love the 157". Always park it in the distant outskirts whenever possible.
07-21-2014, 08:34 PM
#13
Senior Member
I recently purchased a new 14 F150 SCREW 157" 4x4 EB. A few things after having her a couple weeks. (3.31 rear end )
First off mileage, averaging around 16mpg mixed with mostly city driving. ( average I guess? )
Towing was abysmal. Plenty of power, I could pull my 8K lb TT uphill at pretty much any speed that was sane. Mileage however averaged about 7.5 equal to or maybe even a hair less than my old F350 2v V10. Felt stronger than my old truck but the mileage
Maybe it'll get better with a few thousand miles???
Now on to the other issue. It seems when it's getting started pulling I can feel an ever so slight shake as it gets up from a stop to around 10-15 or so mph when slowly accelerating. I dont recall ever feeling this on my F350. Normal or ?
Also when driving slow speed with my TT behind I could hear a loud hiss from up front, was this possibly just the fan or ??
Outside this, the truck is amazing. I cant believe how quiet and comfortable this truck is.
This is only my 2nd F150 the first being a 92 ( loved that truck ) It does seem though that the door skins and tailgate must be made of some awfully thin sheet metal, alot of flex and much more so than I remember on my other trucks. Only my old Tacoma had as much sheet metal flex. I imagine this is wieght savings but a costco parking lot left me a ding in my tailgate already. That'll **** a guy off lemme tell ya. A week old truck with a dent ..... Dammit. I'll be calling a PDR guy for that one.
One more thing, I bought the E locker rear end. I assume when it's not active it's just an open diff or is it an LS ? I used the E locker backing up my TT up loose dirt hill in a remote campground and it works beautifully.
Thanks for any help fellas.
First off mileage, averaging around 16mpg mixed with mostly city driving. ( average I guess? )
Towing was abysmal. Plenty of power, I could pull my 8K lb TT uphill at pretty much any speed that was sane. Mileage however averaged about 7.5 equal to or maybe even a hair less than my old F350 2v V10. Felt stronger than my old truck but the mileage
Maybe it'll get better with a few thousand miles???
Now on to the other issue. It seems when it's getting started pulling I can feel an ever so slight shake as it gets up from a stop to around 10-15 or so mph when slowly accelerating. I dont recall ever feeling this on my F350. Normal or ?
Also when driving slow speed with my TT behind I could hear a loud hiss from up front, was this possibly just the fan or ??
Outside this, the truck is amazing. I cant believe how quiet and comfortable this truck is.
This is only my 2nd F150 the first being a 92 ( loved that truck ) It does seem though that the door skins and tailgate must be made of some awfully thin sheet metal, alot of flex and much more so than I remember on my other trucks. Only my old Tacoma had as much sheet metal flex. I imagine this is wieght savings but a costco parking lot left me a ding in my tailgate already. That'll **** a guy off lemme tell ya. A week old truck with a dent ..... Dammit. I'll be calling a PDR guy for that one.
One more thing, I bought the E locker rear end. I assume when it's not active it's just an open diff or is it an LS ? I used the E locker backing up my TT up loose dirt hill in a remote campground and it works beautifully.
Thanks for any help fellas.
Watch my YouTube videos (2) for a demonstration of how well it works. Search dcfluid on YouTube.
Trailer towing mileage won't gain much unless you slow down to the exact speeds the truck you are comparing it to. Remember with that extra power that so easily tows up hills, into the wind, accelerating and cruising at a more steady rate will use more fuel because your going faster in those conditions than a lower powered truck. You may not think you are but the only way to compare is side by side.
I've had 2 new Ecoboost trucks and both needed 3000-5000 miles to break in and pick up 1 mpg.
And welcome to the club with the axle-wrap shudder issue.
Last edited by dcfluid; 07-21-2014 at 08:37 PM.
07-21-2014, 10:12 PM
#14
Respectfully it's extremely optimistic to call the F150 with an electronic locking rear diff having a limited slip function. The ELR has no clutches or clutch pack to distribute torque to both axles when one wheel has more traction or more load.
No doubt the video is real, however in loose pavement just about all open differential late model vehicles with TC will act similarly. There's near equal weight and equal traction thus the negatives of the open rear differential doesn't rear its presence.
Take the truck round a corner hit the gas making the rear tire spin. Which tire spins, the one with the least weight and load, the inside, next the TC kicks in to quell the spinning inside tire, pulls all the power out of the acceleration, then slowly allows power to come back on. The outside tire in the turn never ever spins or even attempts. This is observed on pavement many times over. This situation is very pronounced when accelerating hard from a near stop going around a corner.
To help with the inside tire spinning I added a rear sway bar to keep load distribution more even in corners. The result being less inside wheel spin, less TC engagement, less torque management limiting acceleration desires around corners. This merely helps to mask the inherit negative of the open rear differential.
Another test would be to situate the open rear differential F150 in a twist ditch with the left rear wheel compressed toward the body and the right rear wheel drooping down. The wheel that spins will be the right rear wheel. The left rear in this situation won't attempt to do anything.
No doubt the video is real, however in loose pavement just about all open differential late model vehicles with TC will act similarly. There's near equal weight and equal traction thus the negatives of the open rear differential doesn't rear its presence.
Take the truck round a corner hit the gas making the rear tire spin. Which tire spins, the one with the least weight and load, the inside, next the TC kicks in to quell the spinning inside tire, pulls all the power out of the acceleration, then slowly allows power to come back on. The outside tire in the turn never ever spins or even attempts. This is observed on pavement many times over. This situation is very pronounced when accelerating hard from a near stop going around a corner.
To help with the inside tire spinning I added a rear sway bar to keep load distribution more even in corners. The result being less inside wheel spin, less TC engagement, less torque management limiting acceleration desires around corners. This merely helps to mask the inherit negative of the open rear differential.
Another test would be to situate the open rear differential F150 in a twist ditch with the left rear wheel compressed toward the body and the right rear wheel drooping down. The wheel that spins will be the right rear wheel. The left rear in this situation won't attempt to do anything.
07-21-2014, 10:24 PM
#15
Senior Member
Joedotmac, respectfully you are mistaken.
Take a 2011 to 2014 truck with the E-locker out for a test.
Turn off traction control and do some stuff.
If you watch the last demo on the part 2 video it clearly shows the torque transfer, one wheel on sand, one on pavement.
The same happens on ice/pavement and any other combination.
Some trucks have this type of electronic limited slip as the only LS function.
The locker is a bonus.
This is and old debate that had been settled long ago, but pops back up when someone buys a new truck and starts trying to figure out what's up.
Take a 2011 to 2014 truck with the E-locker out for a test.
Turn off traction control and do some stuff.
If you watch the last demo on the part 2 video it clearly shows the torque transfer, one wheel on sand, one on pavement.
The same happens on ice/pavement and any other combination.
Some trucks have this type of electronic limited slip as the only LS function.
The locker is a bonus.
This is and old debate that had been settled long ago, but pops back up when someone buys a new truck and starts trying to figure out what's up.
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joedotmac (07-22-2014)
07-22-2014, 12:36 PM
#16
Turn off traction control and do some stuff.
If you watch the last demo on the part 2 video it clearly shows the torque transfer, one wheel on sand, one on pavement.
If you watch the last demo on the part 2 video it clearly shows the torque transfer, one wheel on sand, one on pavement.
The same happens on ice/pavement and any other combination.
Some trucks have this type of electronic limited slip as the only LS function.
Which option code is associated with this electronic limited slip feature with trucks equipped with ELR? On mine the XL6 option for the '13 MY includes 3.73 with ELR. Which option code includes the limited slip feature with the ELR? What option code does your truck have associated with the ELR?
This is and old debate that had been settled long ago, but pops back up when someone buys a new truck and starts trying to figure out what's up.
There's information published on AdvanceTrac, RSC, ESC, TCS and ELR. Unable to locate any info on a limited slip feature of some trucks equipped with ELR.
Here's a good example of an open differential with load traction differences from side to side.
07-22-2014, 01:09 PM
#17
Senior Member
Thanks I own one. '13 MY with ELR.
Case in point there's not a significant difference in weight or load side to side. Thus the open rear doesn't spin one tire. This is common for open rear equipped vehicles that don't have a load or traction differential between sides.
With equal traction and load on both wheels the open rear equipped vehicle can spin both tires. It's not a all or none proposition on open rear equipped vehicle.
Which trucks equipped with ELR have or don't have the option?
Which option code is associated with this electronic limited slip feature with trucks equipped with ELR? On mine the XL6 option for the '13 MY includes 3.73 with ELR. Which option code includes the limited slip feature with the ELR? What option code does your truck have associated with the ELR?
Old is new. Any reference literature from Ford on this alleged feature?
There's information published on AdvanceTrac, RSC, ESC, TCS and ELR. Unable to locate any info on a limited slip feature of some trucks equipped with ELR.
Here's a good example of an open differential with load traction differences from side to side. Video Link: https://www.youtube.com/watch?v=rGlacQlBGcQ
Please read it all. There is references in it to the owners manual that refers to the "One wheel spin control" feature now on these trucks.
Your incorrect if you think one wheel on pavement and one on sand is not a significant difference in traction and load. My father in laws 2010 FX4 does not ever lay rubber on the pavement side unless the locker is engaged, it sits and spins one wheel.
I also did this with one side of the truck 3ft high on a snowbank and the other side on bare dry pavement. 2010 doesn't move, spins high side on the snow. 2011 spins for 1/2 second then both sides drive and off you go.
If that is not an effective enough LS function for you then you should be locked full time.
Every new F150 has the one wheel spin control now.
It has replaced the repair prone mechanical limited slip clutch system.
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joedotmac (07-22-2014)
07-22-2014, 02:01 PM
#18
Why does Ford offer a option code for the LSD and physical hardware if the alleged one wheel slip feature as it's now coined similates a legitimate LSD? Since all F150's have it will this alleged featured cannibalized orders for the LSD and ELR since they are now deemed less necessary by the one wheel slip feature?
If alleged is in fact true Ford is seriously deficient in marketing this feature and is missing out on a huge on defining a competitive differentiator.
Goals are different, in your test there's negligible load difference side to side, and zero traction, the validation used is to hammer the throttle to spin both wheels in dirt or gravel, hey that works great.
Other driving situations might be to retain traction while going around corner on pavement and not spin the inside tire. Mine spins, and power is pulled from the engine, the one wheel spin control seems to have a limited set of use cases.
Will the one wheel slip feature power a 2wd truck through a twist ditch?
It seems the one wheel slip feature having LSD capability is overly optimistic. Else why does Ford offer a true LSD? Is it possible because the one wheel slip feature has limited use?
The only item remotely close in the '13 manual is on page as reference #4 Engine traction control and two-wheel spin brake traction control functions are disabled. Single wheel spin traction control is always enabled.
Ford labels this as a spin traction control. Using the brake caliper to control wheel spin. Makes zero mention of LSD like features and is a far cry from actually distributing engine torque from the driveshaft to both axles like an LSD would do until the difference in load from side to side is greater than the specification of the clutch pack.
If alleged is in fact true Ford is seriously deficient in marketing this feature and is missing out on a huge on defining a competitive differentiator.
Goals are different, in your test there's negligible load difference side to side, and zero traction, the validation used is to hammer the throttle to spin both wheels in dirt or gravel, hey that works great.
Other driving situations might be to retain traction while going around corner on pavement and not spin the inside tire. Mine spins, and power is pulled from the engine, the one wheel spin control seems to have a limited set of use cases.
Will the one wheel slip feature power a 2wd truck through a twist ditch?
It seems the one wheel slip feature having LSD capability is overly optimistic. Else why does Ford offer a true LSD? Is it possible because the one wheel slip feature has limited use?
The only item remotely close in the '13 manual is on page as reference #4 Engine traction control and two-wheel spin brake traction control functions are disabled. Single wheel spin traction control is always enabled.
Ford labels this as a spin traction control. Using the brake caliper to control wheel spin. Makes zero mention of LSD like features and is a far cry from actually distributing engine torque from the driveshaft to both axles like an LSD would do until the difference in load from side to side is greater than the specification of the clutch pack.
Last edited by joedotmac; 07-22-2014 at 02:48 PM.
07-22-2014, 02:55 PM
#20
Senior Member