2019 Ford F-150 3.0L V-6 Power Stroke Diesel Review & Changes – As it pertains to pickup trucks, the selection to go diesel is typically a simple one: If you haul heavy plenty and/or tow trailers on a regular basis, there is no substitute for the confidence-impressive muscle and low-end torque of a compression-ignition engine. The incremental upgrades in fuel economy that you’ll also gain just sweeten the offer. The new 2019 Ford F-150 with its non-obligatory 3.0-liter V-6 Power Stroke turbo-diesel, however, flips this formula on its head.
Even though it now would wear a Power Stroke badge, the 3.0-liter V-6 has an international pedigree. Typically known to as the Lion engine, it was collectively produced by Ford with PSA Peugeot Citroën years in the past and is at present used in some Land Rover goods. We formerly in depth how Ford beefed it up for household truck duty, but here’s a brief refresher: The block is a compacted graphite-iron throwing, and new elements include a forged crankshaft with specific rod and crank bearings and a variable-geometry turbocharger. The common-rail fuel injection works at 29,000 psi, whilst twin fuel filters and a dual-stage oils water pump address purity and lubrication troubles. Despite the fact that its 250-hp figure may seem to be a tiny fragile in the knees, it’s the 440 lb-ft of torque that is of fascination to those that work their trucks hard. A 10-speed automatic is the single transmission option. (A comprehensive rundown on the new engine and transmission are available here.)
Ford has created some noises with the 3.0-liter diesel’s recently declared 30-mpg highway EPA fuel-economy rating (along with 22 mpg city and 25 mpg merged), but these numbers use only to the rear-wheel-drive SuperCab. The preferred four-wheel-drive SuperCrew configuration is rated at 25 mpg highway, 20 mpg city, and 22 mpg merged-nonetheless outstanding for a full-size pickup. For comparison, the 2018 Ram 1500 EcoDiesel earns a 27-mpg highway estimate for both two- and four-wheel-drive variations, but the rear-drive Ram’s 20 mpg city and 23 mpg mixed reviews trail the Ford’s, as do the Ram 4×4’s 19 mpg city and 22 mpg put together.
Moving diesel will come at a price. In the Lariat trim, swapping the standard 2.7-liter EcoBoost V-6 with the 3.0-liter Power Stroke diesel expenses $4000; swapping out the King Ranch’s standard 5.-liter V-8 with the diesel is a $3000 upcharge, a difficult undertaking contemplating the muscular, gas-eliminating 3.5-liter EcoBoost V-6 might be spec’d for a somewhat simple $600 (or $1600 on the Lariat). In the simpler XL and XLT models, the diesel is available for fleet consumers only. Forget about the customary “for a diesel” qualifier, as we are able to say the 3.0-liter Power Stroke is just straight-up calm. Besides a small amount of revealing diesel clatter at start-up, there’s the small sign that the engine inside of forgoes spark ignition in the method of combustion. Clearly, standing directly in front of the truck’s grille or popping the hood will reveal the engine’s accurate character, but in phrases of NVH at the helm, it may sound a lot more like a mild-mannered gasoline V-6 than a heavy hauler.
We sampled a handful of different trims and designs equipped with the diesel, starting off with a King Ranch SuperCrew 4×4 with 700 pounds of landscaping products in your bed. Step-off is as comfortable as you would count on from an engine with 440 lb-ft of torque available at just 1750 rpm and coupled to a 3.55:1 rear-axle rate, but you don’t get the identical redline-pursuing speed supplied by the 2.7- and 3.5-liter EcoBoost V-6s. Moving the circuitous two-lane Highway 72 to the west of Broomfield, Colorado, to an elevation of more than 8800 feet previously mentioned water level provided little challenge for the diesel. The 10-speed automatic transmission in its Typical mode-Sport, Eco, Pull/Haul, and Off-Road settings also are available-performed almost imperceptibly. Nonetheless, with 10 cogs to choose from, there is not a good deal of true estate in between the proportions. The ride was remarkably clean, controlled, and quiet. Slipping the shifter into its manual mode allowed us to pick a gear for optimum engine braking whilst rolling down the mountain; unfortunately there is no exhaust brake, judgment out the possibility of involving our internal 10-year-olds with a speedy and loud game of “big rig nearly out of control” although taking pleasure in a dancing with gravity and momentum. To observe how the very same route would feel in an unladen truck, we grabbed a lightly optioned Lariat SuperCrew with the exact same powertrain and retraced our path. As expected, the eradication of 700 pounds of ballast in the bed furniture manufactured for a bouncier ride, but it was no livelier than any other current F-150. We switched to Sports mode and applied a heavy foot to purposely drive down the fuel-economy number for the timeframe of the about 22-mile trip. Right after lining up at traffic lighting fixtures from unique and completely oblivious competitors for a couple of unplanned rounds of Wide Open Throttle: F-150 Diesel Edition, we saw an entirely sensible 21.8 mpg (pointed out) for the option.
Off-roading in a SuperCrew equipped with the FX4 Off-Road package experienced little to use the diesel exclusively apart from emphasizing how easy it is to modulate the throttle at low speeds thanks to all that low-end torque. Just keep energy and allow the four-wheel drive and optionally available electronic rear locking differential generate their continue to keep. Finally, we grabbed one more King Ranch SuperCrew, this time with 6240 pounds of box trailers guaranteed to the hitch. That’s a hefty weight but nearly two loads lower than this configuration’s 10,100-pound maximum tow rating. (The 11,400-pound max tow rating Ford promotes for the diesel is for regular-cab, two-wheel-drive XL models only.) This time we embarked on a various 23.5-mile loop of different terrain, driving easily but cautiously-braking earlier, anticipating red lamps and maintaining the speed of traffic. This truck was equipped with the 3.31:1 rear differential, and you could feel it. As whoever has trailered having an F-150 is aware of, it is an excellent tow vehicle-it tracks straight, the sway control adds a level of safety and comfort, and it typically tends to make towing far easier and more secure than you’d count on. But before we hit the uphill portions of the course (we started off at 5420 feet over sea level) the 3.0-liter diesel was functioning full time to keep 55 mph, and even modest hillsides have been a foot-to-the-floor event. It’s not too we were planning on it to conduct with a Super Duty level of nonchalance, but the dramatic advances in the HD market over the last number of years may have unrealistically higher our requirements for the 3.0-liter Power Stroke.
It is crucial to note that it never felt overstressed in the way a gasoline engine can when tugging a load uphill, that experience where the vehicle decreases to a diploma that you start to think about what you might not exactly make it to the top. The Power Stroke preserves self-confidence all the way, loyally if not exuberantly. And it never ever betrays its quiet mother nature; the last Ram 1500 EcoDiesel we tested in no way permit you neglect a diesel was under the hood. The dash showcased a mentioned 12.8 mpg for this trailers-towing portion. We are reasonably confident flatlanders can have no issue improving for this shape, and we’re anxious to see what kind of figures we are able to submit on a longer path on our home turf. There’s no doubt that the 3.0-liter Power Stroke is a shiny performer. The message comes when you start to delve into the phone numbers in earnest. In supplement to adjusting your fuel-economy requirements for cab and driveline variants as earlier thorough, there is the small make a difference that the diesel’s 11,400-pound max tow ranking and 2020-pound payload score is not even enough to help it become the most capable workhorse in the F-150 lineup. That recognition tumbles to a properly equipped F-150 with the 3.5-liter EcoBoost V-6 that is rated to tow 13,200 pounds and haul a 3270-pound payload. Furthermore clouding the concern, the EcoBoost’s pull ratings are measured working premium fuel, which shuts the space or in certain cases entirely negates the price advantage gasoline might have over diesel at the push. Thinking about the original upcharge for the diesel engine, it is a numbers game better left to be played by shoppers with sharp pencils and solid utilization data.
Given the shortage of a black-and-white monetary debate for the diesel and the fact that Ford anticipates it will profile for just 5 percent of all F-150 sales, we wonder if recognition is the actual play right here. Ford confided to us previously that the Dagenham, England, assembly service whereby the 3.0-liter diesel is built has adequate capacity to exceed the present require; with the two the U.S.-spec Ranger and a new Bronco holding out in the wings, it is entirely possible that Ford may be eyeing the engine for use in these vehicles, way too. The bottom line is that efficiency is the target here, not pulling-power supremacy. If you regularly tow an average volume over the long distance, say a combine of snowmobiles or ATVs, or a utility trailer under 5000 pounds-and occasionally deal with a quick-haul, 7000-pound-plus towing task-the 3.0-liter Power Stroke diesel will give you a lot of tranquil power and in theory improved fuel economy over the long run. But based on our simple exposure up to now, buyers who regularly pull more than 6500 pounds over long ranges can be better dished up by the 3.5-liter EcoBoost or should think about relocating up to a Super Duty.