The Ford Motor Company recently announced improvements to its F-Series Super Duty 2020 trucks to include new gas and diesel engines, an all-new 10-speed automatic transmission, chassis upgrades, exterior and interior design updates, and smart advanced technology that increases towing safety.
An all-new Ford-designed and Ford-built 7.3L V8 joins the standard 6.2L V8 in Super Duty’s gas engine stable. The Ford-designed and Ford-built third-generation 6.7L PowerStroke diesel V8 is upgraded to deliver more power and torque. An all-new Ford-designed and Ford-built 10-speed heavy-duty TorqShift automatic transmission is paired with the 7.3L V8 and third-generation 6.7L PowerStroke diesel V8. Ford is the only manufacturer to design and build all of its heavy-duty engine and transmission combinations—ensuring the powertrain works seamlessly with all chassis components and vehicle calibrations.
“With the addition of the 7.3L V8, upgrades to our 6.7-liter and the debut of an all-new 10-speed transmission, we are delivering the strongest, most capable Super Duty powertrain offerings yet,” said Mike Pruitt, Ford Super Duty chief engineer.
The 7.3L gas V8 engine delivers high performance in a compact package. Based on decades of commercial engine experience, this 7.3L is expected to be the most powerful gas V8 in its class—providing durability, ease of maintenance, and the towing and payload capability customers want. It uses an all-new cam-in-block, overhead valve architecture with cast iron block and forged steel crankshaft for maximum durability. Port injection with variable-valve timing optimizes the intake and exhaust to match performance with workloads. Oil jets cool the pistons under heavy loads.
Super Duty’s third-generation 6.7L PowerStroke includes a new 36,000-psi fuel injection system with all-new injectors that precisely meter and spray up to eight times per stroke to control noise levels and optimize combustion. This innovative inboard exhaust diesel V8 features a redesigned electronic-actuated variable-geometry turbocharger that provides improved pumping efficiency and throttle response. Structural enhancements increase the strength of the cylinder head, block, connecting rods and bearings to handle higher cylinder pressure and increased output. New steel pistons provide higher firing pressure capability and less friction – meaning improved performance and more horsepower and torque than ever.
The truck’s standard 6.2L gas V8 rounds out the three engine choices for Super Duty customers. This workhorse offers heavy-duty truck customers proven capability at an affordable price.
Ford is making its all-new 10-speed TorqShift automatic transmission available across all three Super Duty engine offerings for the new 2020 model. This TorqShift features a wider gear ratio span than the 6-speed and is designed for the harshest towing conditions. The heavy-duty transmission continues to offer class-exclusive live-drive power takeoff, which allows the operator to engage industrial equipment and accessories, such as snowplows, with the truck in motion.
This electronically controlled transmission has selectable drive modes that include normal, tow/haul, eco, slippery, and deep sand and snow. The entire unit is so cleverly engineered that—even with four extra gears—it fits in the same space as the 6-speed and weighs only 3.5 pounds more.
For 2020, class-exclusive new Pro Trailer Backup Assist makes negotiating even the largest trailers into the tightest of spaces easier than ever before. With hands off the steering wheel, drivers use the Pro Trailer Backup Assist knob to easily steer the trailer via the reverse camera. The truck’s Trailer Reverse Guidance system shows trailer angle and direction, and provides steering suggestions to most efficiently direct a trailer backward. Both systems are built to accommodate all trailer styles, including fifth-wheel and gooseneck trailers.
Because today’s work is a 24/7 proposition, staying connected is essential. Every new 2020 Super Duty includes FordPass Connect embedded 4G LTE modem with WiFi access for up to 10 devices, keeping crews in communication no matter where the job might take them.
Available lane-keeping alert helps you stay between the lines on the road, while the Blind Spot Information System with trailer coverage monitors for vehicles in your blind spots—even when towing. Pre-Collision Assist with Automatic Emergency Braking and Pedestrian Detection aids in avoiding or mitigating collisions with other vehicles and pedestrians. These features are standard on XLT and above Super Duty models. Modern touches include the addition of wireless charging and USB-C ports to power your devices.
Powerful upgrades inside and out
Across the range, an enhanced front-end design allows for optimized cooling and lighting performance under heavy loads. For the first time, all dual-rear-wheel Super Duty trucks are fitted with a uniquely designed high-airflow grille optimized for maximum powertrain cooling.
Super Duty’s LED headlamps have a new look with improved performance, while high series trucks feature continuous signature lighting. An improved front bumper and air dam optimize cooling and make using utility hooks easier. A freshened tailgate design, revised taillamps and new rear bumper convey bolder Built Ford Tough style.
Decorative appliqués on the doors and media bin door have been updated on Lariat, while on Platinum edition trucks, these pieces have been updated to Onyx Argento wood. The interior of the Limited model is completely refreshed, with colors updated to Ebony and Highland Tan to provide a refined, modern feel. Limited features authentic materials like genuine leather, a coarse ash wood in black and modern brushed aluminum trim. Crafted details include decorative stitching on the leather-wrapped instrument panel topper, wrapped door armrests, seating and center console lid, and an embroidered Super Duty logo added to the floor mats. A soft headliner in Miko suede is intended to give the cabin an expansive feel.
John, you are blessed to have the ability to diagnose and repair any modern engine. My tinkering ended many years ago. The current need to own a scope as well as fully understand there use forced many of us out of the garage and into repair centers. The loss of my long time, do anything mechanic was the primary reason I now drive late model cars and trucks. Now, instead of my mechanic making money, the DMV and my insurance provider receive bigger checks.
Going back to the original subject, my assertion about gas engines was in reference only to towing very heavy loads. The one ton gas engine truck used for towing average size boats and hauling triple slide campers is the perfect choice. My 3500 GMC diesel is a wonderful truck but even with all it’s might, it is not suited to haul the campers I would prefer. For any of you new to campers and those of you who wish to own one of the big one’s and also have a diesel buy the 550.
This all sounds good and confirms commercials I have heard about the 2020 line up of domestic trucks growing in size and power. Thankfully the big three appear to be listening to the RV,construction and auto transport customers who are primarily responsible for sales. Hopefully payload inadequacy’s will also be addressed with the new models. Torque and horsepower should also be reevaluated in gas engines. IMO, the current high RPM level needed to produce power in gas engines make them a poor choice for the consumer who wants to pull large heavy trailers. Considering the high cost of production, mainly due to employee’s I believe Ford has a winning idea for the future. Streamlining the consumers choice of models down to only the proven winners should increase quality, reduce cost and hopefully increase sales. Maybe then, Ford stock can return to values us share holders have missed for so long.
The higher RPM needed for gas engines is a natural as the faster burning fuel is not suited for longer stroke engines. Dodge had an excellent 8.0 v-10 in the mid 90s. They lowered the compression as compared to smaller v-8. It pulled well but the Cummins kept on surpassing and we know where it is today. My son had the v-10 which was still running great after 332,000 miles, but the 10-13 MPG and a desire for more low end torque he converted it to the Cummins.
Having been in the automotive/truck repair business since 1963, I have seen a lot of changes, the more convenience items they put on the more to fix, much of it is proprietary, that is a manufacturers dream. They have the customer right where they want them. I can’t imagine have an engine with 2 water pumps and very difficult to work on for truck campers going into back road locations. More to fix and fail it will. My engine has one water that fits from the mid 80s thru today, this means almost any parts store will have one. For me I carry a water pump and a fuel pump.