New 2018 5.0L has it's torque peak at a lofty 4500 rpms compared to the 2015 - 2017 5.0L which had it's torque peak much lower at 3850 rpm. Comparing 5.0L torque curves of the 2011 - 2014 for torque loss when dropping 650 rpms, the new 2018 5.0L will only have 373 ft-lbs torque at 3850 rpms where the 2015 - 2017 had much more at 387 lbs.

Add that lower rpm torque loss of the new engine, with more gears of the new transmission, and performance loss may be felt. With the newer 10 speed trans, taller gears can be used over the quicker shorter gears of the 6 speed trans, and you may feel slower response when kicking down gears to pass. However, from a stop, the truck may feel quicker using all the gears, especially the shorter, quicker 1st gear. However since there is more time lost shifting more gears, the performance gain of the shorter 1st gear could be a wash.

After all the threads of 10 speed problems on here, and how busy it can be or skipping to many gears, the 6 speed seems like the trans to have until that 10 speed matures. Plus it was designed by GM also. Can't remember a family owned GM that didn't have severe transmission issues before hitting 35,000 miles. So many rebuilt or replaced, I can't see going to a GM product ever.

Hek, even our Oldsmobile with an easy 55K miles has a slipping trans that's going in for inspection. I considering having it towed to the junk yard.

 

You're confused...

Lower numerically = taller gear = *higher* (where "taller" comes from)
Higher numerically = shorter gear = *lower* = more torque multiplication to the drive wheels

But! all else being equal, you gain very little speed from any difference *within the range of offerings* of gear ratios for any typical road-going vehicle. Increases in engine torque output make the real difference.

The reason a 10-speed/5.0 truck would post a quicker time than a 6-speed/5.0 is that the 5.0 is somewhat of a *peaky* engine and it's output characteristics better served by keeping it in a narrower rev band.

 

Doesn't make sense engine wise, but that 10 speed trans has more gears to shift, which takes more time. I remember reading all the road test for the newer Silverado 6.2L & 5.3L trucks with their 8 speed transmissions and they all were about .2 seconds slower than comparable tests with the 6 speed transmissions. More gears, more lost time shifting those gears. Could explain why such little gains or no gains in 0 - 60mph and 1/4 mile road tests done on the new 2nd Gen 3.5L Ecoboost/10 speed trans shows no meaningful gain in performance. Remember the 10 speed tran's primary design was to gain fuel economy, not performance.

I may go to an 3.5L ecoboost in a few years since this new 2nd generation seems to have fixed all the issues of the 1st generation. I haven't driven it but hopefully the unresponsiveness is gone as well. But maybe Ford will retune the torque of the 5.0L to get peak back down under 4000 rpms. I'll have to see. The Ecoboost fake engine noise it was really turned me off with the 3.5L Ecoboost. It screamed Poseur .

Our 2017 Fusion has a 245 Hp 2.0L Turbo engine, and has none of the turbo lag and unresponsiveness that that the 1st generation 3.5L Ecoboost had. With the 2.0L, you can barely feel lag, you have to look for it. The 1st Gen 3.5L Ecoboost trucks I drove, all had it in your face. Thinking that newer technology and technology maturing, has helped.

 

My 2018 5.0 F150 feels like a rocket ship Compared to the last F150 with the 5.0 but that was the last generation

 

Same trim, cab, bed, 4WD, and differential gears?

 

I believe his truck is a RCSB 5.0 with 3.55 gears. Ran a 13.33.

 

With the deep first gears of either the 6-speed or the 10-speed, I don't think axle gearing means as much on a time slip as does the 10-speed keeping the Coyote in it's sweet spot. Color that a hunch.

 

Good luck with the 17
My 18 with 5.0 and 373 is quick enough
when getting on the highway at around 80 i floor it and before the average merging lane is over i'm doing 130
mind you i have a rcsb

 

Last generation was 2015 - 2017.

If you're talking 2011 - 2014, I agree. With more torque and horsepower at lower rpms, and a weight loss of 660 lbs, the 2016 is much quicker than the 2012 I had in the same drivetrain, trim, and configuration.

 

Actually, the 2015+ is all considered the 13th generation F150. 2015 was a complete design change.....2018 was just a refresh. So his assertation of the last generation truck he owned, was correct.