SUPER SIX - 6x6x6 MONSTER Diesel!!

Mr. trek, here from Detroit we're out here a nice hot day, barbecue checking out the new trucks. So hopefully, today is the day that Ford's gon na tell us with the 2000 27.3 gas engine has for power. Maybe some towing numbers I'm sitting right here. I got the 600 that new mid line heavy-duty. That'S four-wheel-drive kind of fills the whole segment in for having something for everybody, and we got the tremor behind me that new four-wheel drive off-road truck in the heavy duty series with diesel and gas engines and and 10 speeds. So hopefully, today we'll get some toy number. Some horsepower numbers and all those things we waiting for since January so come join us mr. Trek. Here'S another exciting trailer accessory review this one's for gooseneck trailer is for the Gen Y hitches. It'S called the pushin surge coupler portion flex, so it's kind of like a torsion axle on a trail horse, trailer and inside here those portions so as the same flexes, those will move up and down [ Music, ], gen-y Hicks's. All you have to do is look at them to built like a bulldozer. It'S all heavy duty, plate metal, making adjustable hitches pencil hitches chakras early hitches with torsion torsion ax 1 orange crater. These things will last you forever. You cannot find a better built adjustable hitch. New 600 medium-duty we're also going to get some news about that. Pto shaft comes out each in and how that's used so we'll have all the information on that on the last truck that they brought into the medium-duty sector, that's 600, which is available, and so the other benefit we get with. This is, if you think, on the service, you have a service approach for all the range of vehicles, so there's one Yoshi sure path for service and that's through the fourth service consumers. You know it's been more than 20 years since Ford introduced an all-new gasoline heavy duty. You know here today with the 7/3, so it's now the most powerful gasoline Super Duty engine ever and this can help take our gasoline, towing and hauling capability to a new level. It starts with a cannon block architecture and that architecture is designed to bridge the gap between the smaller displacement gasoline engines have been in the market and the high-capacity turbo diesel. You know the engines really for the customers that you know they need the strong towing, but not quite enough to step up to the turbo diesel to hire investment. Young strikes the right balance, but you know higher torque at low engine speeds and overhead cam engine normally delivers at the same time. That gives excellent pulling power in all the years as compatible from the up to 50 Super Duty, the f650 medium new. This is a great advantage for our fleet customers, thus greatly calm, nicest and simplifies the service of the engines for our large, never sleeps that we support the 7/3 can also be converted to run on natural gas, so that helps me to eat the risk for a Rising fuel constant feature: you know the 7/3 was based on. You know. The design work was based our deep knowledge of what the commercial customers need. Now we've got years of experience without and they really when the King knows we're talking about accessible power for everyday usage. Mechanical simplicity, they also wanted a compact package, so it's easy to work on and above all, this dot have long-term durability. It'S got to bring overall efficiency to the fleet. The good news is that all of our retail customers really want the same things. If you look at our Super Duty, customers use the vehicles. You know, since we showed the 7-3 back in January, we've continued to drive forward on delivery on its capability and durability. Our windsor engine plan, where we're going to build these engines, it's all new plan and so making sure everything's ready for production. The key step in the process of delivering an engine winter has built hundreds of engines down their production lines. We consider pre-production engines some. We literally just take the recycle, others go through full durability testing and when we talk about durability testing, we expect our production engines to pass all the same variability tasks that are built further back sit down. So when we popped up in our ancient fatigue test, where we exhaust, we run the engine, the production engines routinely fafsa. When you talk about like a thermal shock test, our production engines passuk, just like our prototypes, but the same with a global systems test that we run that really replicates Howard. Tough customers run their vehicles and it's much more aligned with a vehicle usage profile rather than accelerated. Where that our other companies push the engine through nowaday. When we introduce I'm sorry when we introduce things - and we said it would be the most powerful engine Super Duty. Could come out from the gasoline side and today we're proud of the minutes of 7-3 gas engine Super Duty, pickups will deliver best-in-class horsepower and torque, and so when we look at the engine that will go into the up 250 and 350, that's complete pickup truck. We call chassis third engine and the engine will be delivering 430 horsepower at 5,500, rpm at 475, pound-feet and 4,000 rpm. So it's best-in-class for both those values, our dyno certified engines. So those are the ancients that go in our taint, complete our chassis cabs, big fellow vehicles, up through FSM, 615 750 series, and also we sell script chassis as they get turned in their delivery, vans and motor home. That engine will be rated at 460 pound-feet of torque at 13. Again they can make similar 350 horse at that speed, so very, very strong performance from the engine, but along the peeps deep power number. This ancient brings a wealth of gasoline fuel torque from very low rpm. So it's not just about the peak numbers, it's about what it can do across the RPM range. Today you brought a few parts with us. We kind of walk you through some of the durability. Things that we've talked about in the past about how this engines over built, it's really a tough truck engine. As we look at you know. First up, this is a forged steel, crankshaft couple things to set the stage for this, though, is this engine or this group of parts have come from two engines, specifically that rained durability testing some of the parts came from what we call an ancient fatigue test. That'S a test where we run extensive amounts of time at peak torque and peak power far longer far harder than could ever do in a real vehicle and for those parts the tests that were run represent more than our duty cycle. Our 90th percentile customers could have in our heaviest vehicle a full useful one, okay, so this is truly what should be into life parts for customer vehicle. Then the other parts are from an engine that we ran in dynamometer, then at night was migrated into a big continued, with testing running basically durability, test after durability, testing just kept running it total time on the engine exceeded 3,200 hours. So you can take a guess if you're running 24 hours a day, that's not something you got done in a few months. That is a very, very long, very hard test and those tests trusted 3200 hours. We'Re not only engine dynamometer based, but they were things like Davis, dam, max, gcw, hot weather simulations and all the way to some other things that we don't always think about. Every day, when we talk about tough usage, the engine was exposed to very low temperatures in vehicle doing very long sustain'd idols, because that's one of the things that emergency vehicles have to do in the northern states in Canada. And so you know they started with the crankshaft. This prank chef is actually out of the engine of 3200 plus hours on and, as you look at it, it's a forged steel crank very close to what we'd use a diesel engine very large bearing diameters for both domains and the rod bearings. If you come closer and look at it after the presentation, what you can see is there's virtually no visible wear on the crank after 32 hundred hours of testing site starts giving idea the bottom end, and this engine is pretty special yo. I mentioned the inch of fatigue test that represents full useful life, 90th percentile customer for our heaviest vehicle, listening berrytown and bearing shell is out of that one of those, after that, full testing completely, and at this point, when you look you're gon na see virtually no Wear on that Mandarin shop, but that pretty much says is a bottle. Man to this engine, Frank bearings, yo, you'll, look down! He go! This could run another full vehicle life simulation. That'S how overbuilt bobbin is. When you look at the piston and rod assembly. This is actually get out of the engine for 3,200 hours. You'Ll see very little wear on the rod bearing to see a little scuffing bedding in on the skirt coating, the rates up virtually nowhere, and that's quite unusual for a gas engine without a kind of time. On it, and what really comes from is Ford invested in the better materials that we've developed on our turbocharged engines. We put them in the sentence. We want this ancient last very long time, even though it's naturally aspirated so there's coatings on the Rings from a turbocharged engine, even though we're naturally aspirated bearing materials, rod, design. Everything comes from everything we've learned from our turbo Diesel's and our guests and our turbo gas engines so very, very strong on durability. Just as a comparator, these rod, bearing shelves are actually out of the engine that ran the engine fatigue test so more time at peak power, peak torque, then you typically experience a full life of our heaviest vehicles and once again, you'll see some polishing. A couple minor scratches, but no significant, wear, no there's a lot of talk about us, reverting you know for this large engine, the cam and block early on in January I mentioned we did something special. We have some special taffet's in it and other things for extreme durability that we expected our along, and you know first up, it's a rocker arm. It'S a cast steel arm, not stamping, and if you look closely at it, you'll see where it runs on the valve. After over 3,000 hours, there's slight polishing no real signs of wear at the other end, where the push rod runs in the socket once again, there's a little polishing, no significant wear. This is the push rod that was mated up to that particular rocker arm in the engine. There'S polishing on the end, the balls where the contact goes. Yeah there's been so that's the inside of the engine once again, the materials help, but there's a couple of other things that are a little bit unique about this engine that help make the we're so low. In these areas as an example, we run Ford specific tappets that run on the camshaft, and we talked about the special carbon, nitrogen roller bearings. We use our competition. Does it well? Something else that we did. Is we dramatically increase the oil flow to the overhead for the valvetrain beyond? What'S the industry norm for these topics, and so when we send more oil up here, we're putting the oil directly to these wear surfaces and then the rocker arms actually designed such that the oil can come out of the top and there's channels that carry it over And carry oil at low engine speeds over their valve interface, so fundamentally yo that helps with durability. So it's a little bit there's some things beyond materials that are level of engineering that helps give us better durability than ancients of the past. Can the water pump is kind of a simple external part of an engine and the reason why we actually picked this part right here today? It'S just a couple subtle things in it. First off, comparing to that's actually in this, is straight out of our turbo diesel. 67, the Y's are get to in just a moment, but you'll also notice, there's all this heavy ribbing. And so, if you compare that to other water pumps, you used to see the camera blocking until where they don't well. The reality is Ford, sells a lot of engines for very tough usage where the first stop on the vehicle is actually enough. Thinner and the up fitters add other content to the vehicle for special usages, and we know a number these up. Fitters those vehicles end up living off-road. So it's not like running down the nice smooth roads we have in Michigan. You know we're talking. You know very severe off-road usages and for that, that's why we have the bearing with the extra capacity the big ribs in the pump. It'S not for your everyday commercial truck using it's for the higher percentile, really tough truck usages. The 7/3 will say you know overall, I've been asked. Well, you know: how long will this ancient last we know it's designed to go the distance for our Super Duty customers, our current commercial truck users and the high mileage to expect about I've been challenged about cheeks and you figure out a beat in life. The reality is, as we look at the parts you can see, there's so little where we know to go way beyond expectations, but because the we're so loved it's very hard to predict just how long laughs, it's quite a number these parts, you can look with your Own eyes, you play them back in a new-build and it'll go all another durability testing, so yeah a lot of people go well, isn't that over bill? You know from our point of view. We think this is really what our customers expect from built: Ford, Tough truck engine. Thank you, and now we're going to move over to six seven and Anita hello. Welcome today, I'm in a diversity. I am the base engine system supervisor 26.7, with her since 2011. The 6.7 liter power stroke has been an absolute benchmark for the industry and what a most trusted leader, infants and for good reason, the power stroke name, isn't in use for their create Diesel's since 1994, and we have over a million Indians on the road of the Six point: seven meters, forty-fourth in-house designed and built for PMD salt, was introduced versatile 2011 model year. The board engineering team has continued to enhance and refine storage engine ever since its inception with performance, reliability, fuel economy and mvh refinement as our top priorities. The third major upgrade to the architecture provides the tune with a great opportunity to significantly move the needle on assortment easily on spire II power and day and day out dependability that results in the kind of customer loyalty. That is the reward for our hard work. The third generation of this innovative engine is the best yet and will deliver the most powerful diesel engine perform, makes a perfect circuit changes to its hardware. The basement protector remains the same. A 90 degree configuration, and we continue to put our unique inboard exhaust designed to help manage heat under loads. Some of the major changes to our engine include a new, more efficient turbocharger for this engine. We also have a variable displacement oil pump, which allows us to operate at high oil pressures when were in our most high usage when it's under the most load, the fat off on the oil - and you know some friction savings when you're on light loads. Additionally, we've updated our fuel system for improved combustion is a 2,500 bar system, so the pump the rails, the injectors, have all been optimized. With a higher pressure system. We have a beefed up cylinder, head cylinder block connecting rods, bearings and we move down to a steel piston design to take the high combustion pressures of the new power and torque levels of the suitable deliverance and finally, we've added a larger oil cooler so that we Can improve towing performance and hot weather conditions? I brought with me a selection of karts today to demonstrate what we've upgraded in the engine. So let me step around here, comparing both the current model to the to the new 2020. So, first off you'll notice that we have a new one-piece forged steel piston. This steel piston design allows us to have a compact design, you'll notice. Our ring lambs are much tighter with each other, that's because of the strength they bring with them. In addition, our piston pin has gotten smaller, even though it has to take heavier loads again, making use of that strength of this deal. Our ring pack in this is one of the lowest tension ring packs in the industry at this time, which gives us great fortune for a better fuel economy. If you look at our connecting rod, we have a best in the industry premium bearing material. That'S coupled with our piston pin and with the shape and the coatings for the best wear performance possible. What is it? Thank you. The other thing that we've done with our piston you'll notice. Just just with me. This deal set this deal itself. We'Ve optimized the weight. You'Ll notice, the openings in the skirt. We only put the structure where we need it. In fact, when you put this assembly together, we're able to virtually match the same mass of the piston and rod assembly of the outgoing aluminum to further enhance our steel piston we've modified our pistons for jacks. We now have a split stream design, which will not only feed oil into the bottom of the piston, but also targets the small end of the rod and the underside of the crown where we have the most heat so may be able to maintain good temperatures throughout That high performance, along with that high combustion, another enhancement, we've done to the engine, is the variable displacement oil pump, which I mentioned before. So the outgoing current model is a gear rotor pump, that's driven directly off of the crankshaft, and here you'll see our new variable displacement oil pump, which is actually gear driven from the crank and mounted below. You can see it in the engine buck over there. So, with this thump again we have the high output we'll need it for heavy loads, we're able to back off of the pump performance, but we don't need it to save that fuel economy. And finally, I want to talk about our new turbo Chuck, turbocharger design. I don't have a separate one here, but we got close-up. Look at the engine, we'll see it on our buck here. So this is latest-generation and they've applied all the best practices, one of the being dual access bank, which allows us to run tighter appearances with those things were more efficiency in the turbo. Without giving up we're right, you want to run nice and test and keep speeding up the cooling down so being able to support that they very precise to these importance of natural. Additionally, we've gone to a full electronic control of the turbocharger. This has a lot of benefits, one of which is better fulfilment of their sweet old conditions. When you have a hydraulic, turbo control and the quality missions, you have to wait for that oil to warm up with the electronic turbo, even cold conditions. We have great performance. Just driving away from the parking lot, the arrow is all new on this turbo, so we've both new turbine and compressor side meals. This is, it helps us to optimize for the higher power output and we're actually able to provide better fuel economy all in a slightly smaller machine size. So the frame is actually a little bit smaller than 0.1, a better performance on this turbo. So you've seen we've done a lot of things to this engine to really you know, take it to the next level and make sure that it maintains that that benchmark and that leadership that you come to know out at 6.7 liter. So you can take a look at the perks after we're done, we'll be around for questions and I'm going to hand over to Brighton how to talk about our transmissions. Thank you. What about the turbo with the horsepower and torque? Not yet, oh! So, with this new 10 speed transmission, we've basically taken on formula from the f-150 10 speed and you've expanded it into a new class into the Super Duty class. So all of those advantages from the f-150 tensity are now going to be available and more apparent in the Super Duty because heavier the vehicle and the heavier the trailer really the more the benefits of the 10 speeds. So this new torque speeds transmission, 10 speed. Transmission is based on the same power flow that we use on the f-150 transmission, but it's not at all the same transmission, more capable superduty and the work needs of the super duty. Customer will be drove the requirements for this transmission, which results in a lot. Much more capable and more robust transmissions, so, for instance, only 7 % of the parts in this transmission are common with the f-150 Tennessee and those are parts like little Springs and valves in the control system that don't carry any torque. So to illustrate this, I've brought some parts from both the new Super Duty: 10 speed and f-150 10 speed. So here I have the input shaft from the f-150 and the input shaft from the Super Duty. Let me just hold it up for a second. What'S innards and length, I mean you can see, there's a significant difference there, not only in diameter but also in length, and that just goes to show the robustness. This is a beefier transmission by far, which is needed to handle the torque of the Super Duty engines. Likewise, with the output planetary set, this is the f-150 output planetary set here. This is the same part on the Super Duty. You can see there's a significant difference. The gears are bigger, larger shafts is obviously designed for a significantly more tops, torque and the more robust, even cycle, so 7 % comment or comment parts and parts they carry torque and have significant differences. These illustrate that story, but the same would be true as you walk through the entire transmission. So that's on the design side on the testing side, there's also differences. The testing that we do to validate and prove out the durability of the Super Duty transmission is both tougher and last longer than what we use on our other transmission products. In fact, we've put more than 2.5 million miles of testing and development into this new transmission. To make sure that it meets the requirements and expectations of our customers, one other thing we did to address their ability on this transmission. We have a new oil formulation that we use in our Auto translators and that allows us to have reduced parasitic losses while maintaining durability, and it also allows us to have or to maintain our best-in-class 150 thousand mile fluid and filter change interval on this product. So I'd like to change gears a little bit and talk a bit about the performance enhanced myself. This transmission gives to our new truck, so this transmission was designed from the get-go to fully support and take advantage of the power of our new gas and diesel engines. That we've been talking about and it was designed to handle the harshest, trailer, tow conditions and the huge trailer capability that this truck and deliver the tennspeed offering that we have provides a great ratio standard with optimal ratio station taller first year. It got more torque for starting on Brigade or starting with a trailer and the three overdrive gears provide enhanced efficiency while cruising allowing the engine to run them to lower rpm for better fuel economy. But the big story is really what we can do for powertrain magic with our calibration. We can choose the right ear at the right time, so that we can always compliment the engine load and speeds. So what that allows us to do is to get use this transmission to take full advantage of these power trains, so we can always keep the engine in the sweet spot and that really makes a difference when you're driving the truck is a big trailer inspires confidence. It gives a much better user experience overall performance I'd like to talk now a little bit about an efficiency, because we've took several different design actions to improve the efficiency of this transmission to help the overall fuel economy of the vehicle. So the first obvious thing is that going from six speeds to 10 speeds, it's better fuel economy, those three overdrive years that I was talking about, but it goes beyond that our power flow architecture that we're using for any given gear setting. We only have two clutches that are in the off or dragging position. That'S compared to three questions in that position on the prior model year. So that's a big efficiency game right there. The other thing that we've done is on some of our questions. We'Ve implemented. Wavy Springs, which are little Springs that push the clutch plates apart when they're not engaged and that helps reduce the drag between those plates and further that's enhances efficiency. We also specified a variable displacement oil pump for transmission very much like the pump underneath'el transmission that maybe they just talked about and that optimizes pump losses by only taking only blowing the full displacement when the transmission needs it for that of extra flows. Also, the new formulation oil helps with overall parasitic losses. So a couple other words around what we've done with this transmission - I'm quite proud of the design team, because they were able to take ten speeds and fit them into the same exact length as the outgoing 6-speed transmission. So this isn't any longer than the prior model. Here, transmission, despite having an extra force, needs to fit in there. The other thing that the team is able to do is implement the full ten speeds for only an additional 3.5 pounds over the outgoing 16 transmission. So that's very impressive at be less than one concrete to forgive if you think about it. Pretty I'd like to talk now a little bit about the electronic controls, these state-of-the-art electronic controls to control this transmissions, and that enables us to offer several smart transmission features which our customers will appreciate. So the first thing is the calibration. We have a new control system, sustaining their control system with this transition that allows for shift faster and smoother shifts better gear selection and also allows us to lock up the converter earlier. So we can save some fuel. We are also offering an expanded selection of custom. Customer selectable driving modes, so, while the prior model of 60 at a normal mode and a Tulpa movie, this transmission transmission takes it further. In addition to those two modes, now we're offering a slippery mode and an eco mode and a deep snow st. and then we offer get another mode on the tremor and over there so and he offered yeah. There'S a there's one, additional mode that software can be friendly, so just a little bit about those different modes. So as far as the tow haul mode goes, it operates pretty much the same as what our customers are used to. So what happens with that mode is when drivers driving downgrade with a trailer transmission will downshift more aggressively to help slow the vehicle down, and that mode also gives the driver the opportunity to control the gears themselves. So they want to control the exact your selection. So, for the new moments, the Eco, the idea is to promote fuel efficiency, and so what the transmission will do is react less aggressively the throttle and will get up into the upper ears to encourage more efficient driving if the customers next. Secondly, for the slippery moves, the idea is to promote safe driving on ice, ee or slippery surfaces. So if the customer selects that mode, the idea is that control the wheel spin. So again, the transmission and power train will react less aggressively the throttle and slippery load, and you also work in conjunction with the brake system to keep them under control. Now the deep sand and snow mode is kind of the opposite that and that mode, but one of those if the operator the ability to power through difficult spots without any vehicle, and so in that mode we actually want to encourage some wheel, spin and so the Powertrain will react more aggressively to throttle inputs and also work in conjunction with the analog brakes. It allows more wheel spin so that the oken power through those difficult spots without the finally there's another feature. Another smart feature that we are offering to our commercial customers only - and this is another fuel saving feature so on our commercial applications when the vehicle comes up to a light and operator what's on the brake and the vehicle is stationary, the transmission will automatically go into A neutral mode to lower the load on the engine and improve fuels and then, when the operator lifts off the brake, then the transmission real quickly and seamlessly resume. So this enhances efficiency which reduces costs for our fleet operators and that's important for that customer. Safe. All right and that's in all modes, that you don't be an eco mode or whatever that yeah that's independent of the different modes, commercial vehicles, only okay and it only works under a certain situation. It'S like it won't work on the steep hill, for instance, you have to be on a relatively low grade service or have to take a second. Why commercial, only I'll take questions at the enemy all right. I want to talk a little bit about our power. Take-Off features on this transmission, so the power take-off, as most of you probably are aware, is a feature that we offer for our commercial customers so that they could run snow. Plows hydraulic units come bucket trucks, all that sort of thing, but in our customer to get their work done at the job centre. So a couple of things that were announcing beginning with a 2020 model year with a 6.7 liter diesel in conjunction with the intensity, it will be offering the power take-off as standard on all of our commercial Jesse camp vehicles. So that's going to be a valuable thing for our fleet operators. They won't have to remember to check that option box, and so the majority of those customers want PTO and so they'll be getting that automatically. The PTO function will be available as an option spill on the 7.3 liter gas section we'll be talking in the future, not today about PTO capability for our six-speed transmissions forthcoming model years for f650, 750 and stripped chassis. The other things that we're announcing today regarding the PTO capability is that we are expanding the capability of video offerings for the 2020 model year with the 6.7 liter diesel, so we're moving. We will be operating a vestment class figure of 300 foot pounds at the PTO area in the stationary motor. So that's a 20 % increase over the 19 model year 50 foot pounds more than the closest competitors, that's capabilities that our commercials customers and our PTO suppliers were put to good use by offering more capable systems that can anymore work as a Johnson. So, in order to facilitate that, we've done a few things to the design. This is not a PTO equipped transmission period, but we made some modifications to the case, so we basically went from. We provided a stronger attachment for bigger PTO devices so, with the prior model year 16, we offered a six volt attachment pattern. We'Ve moved that to attend both attachment pattern. We widen the window so that larger PTO devices can be attached. Those functions in combination with offering the extra 50 foot pounds serve our customers. Well, a couple other words on PTO, the 20 ma mère pto are offering a full routine, offering there's three operating notes that we offer now the stationary mode. Where, with a 6-7 diesel, we provide up a 300 foot pounds, even though there's a mobile mode which allows our live Drive PTO to provide torque to the PTO while driving down the road. So if they need to operate that hydraulic um in between job sites, the customers are able to clean that, and then we offer a third mode for those sub fitters who want to take advantage of it. That we call split shaft PTO and in this scenario, rather than mounting the PTO on the side of the transmission, we offer our up fitters the opportunity to put a larger PTO between the transmission and the rear axle. So they split the drive shaft and then they can put a larger p tailback there and take the full torque of the engine to that PTO and I believe they offer sometimes tutors for your fashion inspector in that situation and then just a final word. One thing before really values is our relationship with the aftermarket EQ suppliers. They work in conjunction with them up front to the package space under the hood for their devices, and we work cooperatively with them to provide transmissions to them. So they can fast before the models hit the market and we take their PTO s and put them on our vehicles and be testing before the. So you can be sure that the PCOS suppliers and their products are robust and eat our customer's requirements. So that concludes my remarks. Yes, so that was discussed, your thought was some of our retail customers, perhaps wouldn't value that feature as much as the commercial customers. That'S the neutral thing, which is retail customers, and that was a market position, those guys yeah. What'S up and down, ten-speed is standard with both engines. Okay, so yeah. Ten speed transmission is standard on all six seven Diesel's its standard on all seven three gas, and it depends for the f250 with the entry-level gas engine. It depends what the vehicle requirements are. So, basically, there's a six-speed that we currently offer on the Super Duty and some f250 that will be available still for some applications. But if we get to a pretty heavy towing package, they move up to this one or even the 60th D. It depends the 6-2 things either. One of them can have either one that's correct and for 55 56 58 mph, because I don't believe any of those head. I think I just I've got some notes are for engines under for transmission, I'll, make sure yeah. So the transmission goes more with the engine, then it goes with yep, but I think they're, all ten speeds once you get to 350. Thank you very. She owes for this ten speeder identical to the video they're very similar to the f-150 they're, not identical, but they're. Similar so we'll, probably second, first or second decimal place, but they're very close, but this is a unique transmission. All the gears are different different, so it has the same architecture, but I'm just and veteran teeth, they're, just a little different and they're very similar, but they're a little different, because any changes with the axle ratios with the vehicles are you restricting a ten-speed only with A 355 or so the transmission selection is more a function of engine than axle I, but I'm not a hundred percent sure that the axial ratio selection is pretty much the same for 20 model year as it is for 19, so might be someone's used to getting You know whatever a 355 with their diesel, they probably can continue to get the same ratio, that's completely automatic if all the conditions are met. Yeah and again, that's only on, I believe chassis-cab and they don't do auto start-stop. So it's kind of like it's correct. It'S like guard stop the transmission, it's sort of like a not quite as intrusive version of an auto start-stop. It'S just it goes into neutral. Is there anything exciting about the truck the targa very mention that at all I didn't mention the torque converter. The torque converter is a new design. There is a difference between the gas and the diesel torque converters. They have about the same pay factor curve, but the diesel one is a little easier to handle the extra torque from the 6-7 power stroke other than that same clutches, and all that then, and a torque converter stay here. All that's to say I believe. Is there a difference between two diesel ten speed in the gas ten speed there is actually there are some subtle differences between the diesel and the gas, and we because the gas engines have lower torque. We do a couple of things. We drop a couple of clutches so a couple of clutch plates, so I think there's two clutches where we drop one clutch plate each for gas and then, for instance, on this part, this is actually a gas part, because it's got three gears in it on the Diesel we have four gears. Okay, thank you plan and then there's one other planetary set where we have an extra gear or two for the diesel as compared to the gas you planet, carriers have an extra gear. Yes, essentially has an extra plate and that's because of torque yeah, so it's really just torque carrying capability. Since the gas engine doesn't mean it, we figured, we wouldn't send those parts along for the ride, as they're adding costume weight. So we took them out where we didn't need. Was there some collaboration with cheese? It'S a good question. So there was collaboration with GM on the f-150 tumski and we share the cinnamon architecture, but on the heavy duty the decision was made to go separately so for design this one in there based on the saying that yet before they gave us the gas gas today. But not visa but in both cases are really best-in-class. I can't comment on I forget which okay, so they did say that the 7/3 engine was best in class four horsepower engines here through the road efficiency or anything like versus the six-speed. You know some kind of not at this time, but I can say you know I mentioned four or five things that we did to improve the efficiency. Really I mean the purpose of a lot of the times just connected right at the back [ Music ], the most important thing you've got the tennspeed in the six seven think of let's say you're her truck and it's gon na be a dump truck forgot to Put the pto on what is it. Yours just has the plate right, so I'm gon na add the Box, the UH PTO block the actual the PTO itself right. It'S still an aftermarket piece of equipment, okay, that windows in the play; yeah provision that we call it is going to be standard, okay, sort of benefits. Is that provide really its simplicity for a lot of things? There can be applications where I'll tape the truck goes to its first light, goes into a second life goes into the used market. It doesn't have a kikyo of limits. What'S that truck can be in a second life, a lot of companies could potentially take a body off and shift it to a new truck. Keeping that PTO on there can't have an impact on procedures about opens up a couple more doors down the road even outside of knowing Ltd love. Your daddy does this truck? Have that split shaft on it? This is there's nothing here to look at. No really a split shaft is something the aftermarket would do. It'S basically for us think about like programming, so I got shorter drive. Shaft think I do a whole. The whole thing give the agrarian they'll put that piece. End they'll put the drive shaft in for us. It'S basically a programming yeah. They talked about that in te a thing, but nobody know what the hell it was. He was explaining it, I'm glad GT, that's good! That'S good or I just sound like I really I mean just on things like the F 600. That'S an exciting one: you're gon na have more PTO capability, break it into the cement mixer business um, there's not too many things. I need that bigger pizza, oh goodness. Yes, yeah! You get up into the heavier trucks and it's uh there's different requirements up there. So the end user, so it means it's on the 650s and 750s and to the split shaft pto. You can do split shaft on the diesel. That'S where you probably need a port. Anything where you are you've got a truck. That'S going out service body just say, for example, in front of the site. If you got to bring all my generator on, am I gon na be overweight life, leech you're, just gon na say I'm just gon na be overweight? Did it yeah cross my fingers, and this eliminates that you also have you know we're talking to a customer in Canada who they go out in the morning? They could be at nineteen five. They come back in the afternoon and, if you're out in you know very muddy areas and it kicks up on the bottom you're, not a 19-5 anymore on, come back. Alright, so you're building yourself a little bit of space you're, also giving yourself the opportunity to put potentially more equipment or a little bit of a heavier up today. That'S also what you're hearing from yeah? Actually, the changes we make on them don't come without a long conversation with our up fitters with our customers. That is, that is where I don't want to say all of our ideas come from, but we like to vet things a lot. Make sure that what is your other customers this, your only medium duty for drive to, isn't that you can't get it 650 or 750 yeah I mean you can do your choice 22,000 plates on both sides, so we're still just the driver side. Only so now you guys got a reason to just go pushrods ever that sound, a little tag, they're trying to talk to send the pushrods again, you guys doing that the candidate, but you guys will still rent hands forever. What is that the package, so, whether you read it fast or not? If you go overhead, can you end up with a wider engine? Okay and in these particular applications, just as we're talking about in the dinosaur engines for the heavy vehicles right, you really don't run beyond 4000 rpm and so the goodness that the overhead cam brakes, you don't take advantage of it. And so, when we looked at this engine architecture since we're going from scratch, we had didn't matter from an overhead cam or push rod. We solved what the customers locked and when we do that, we came to the conclusion. The customers valued the smaller package more than they would high rpm usage it just doesn't, after the commercial trucks same way, direct injection. He didn't need that further. We did some other things for fuel economy that Nets us. You know the fuel economy that we wanted to hit for the government co2 test and we actually deal with out di. So it's pork, just jeepers. I have another reason: re interest in the port was more from a service standpoint. If you think about our trucks, we saw a lot of very tough message: off-road mining, timber industry - you know agricultural and so you're exposed to a lot of dirt and in some cases the trucks will never see a dealership after the initial delivery, they're out yeah and The forests, and so we need something that you can be service, very simple yeah, so we had to do things like our variable displacement: computer-controlled oil, pumping such good for fuel economy yeah without having things that might be sensitive to what service is available in the field. I thought just a fuel filters, a fuel filter and we rejected it today if you get dirt in your fuel tank with a PFI system and it gets by the filter. You make clogged injector, and you got a couple bolts here to pop the rail up pop the injector out pop it back in you're back in business. If you pass dirt to a high pressure fuel pump, okay, then you can take damage in the pump. You can spread debris throughout the fuel system, much more complicated service. This is just a pretty combustion chamber. Then I know gasoline engine, they don't do things to me and it runs a certain amount of open valve injection to actually get very close to direct injection for fuel efficiency. Wow yeah I've been really nice to see what this new 10-speed. What does for fuel mileage - and I hopefully wanted 355 - I doubt if it's a 100 373 430. Some crazy number, like that yeah it'll depend on the wheel entire package. That comes with it fundamentally the thing that happens with the tennspeed that was touched on the presentation. It has three overdrive gears right and you can tell what I need three overdrive gears for, but think about this way, depending on the load on the vehicle. If you're going into a headwind, you know gon na pill. What are you doing? It has the ability to detect the tallest gear that the engine can propel the vehicle under those conditions yeah. So, instead of going from the overdrive drop, taking a big step back and giving up a bunch of fuel because of you know, grades or loads, it can drop back just far enough, and so the 10 speeds gon na really help us in real-world fuel economy probably Been I bet that should be a good thing. Well, that's too cool. When you got ta, guess you never gon na release numbers on the heavy super duties, but yeah you, nice know what these sands will tow. You, don't you have any phone numbers Dean. I don't know coming from the engine side. Well, I should don't you test them under a load. I'Ve tested all the way up to and beyond the limits. Well, there you go so so which one? What do you think it'll tow thirty thousand pounds yeah twenty-eight thousand it'll end up depending on the vehicle, the configuration and sales to mark an excellent rate? They don't help anybody, those guys I'll, tell you any day you got to get from the truth from the engineers. They know what they're doing. Thank you. So there hello Greg. If that's your real knees, it is. I saw you in Detroit. In the January, we've got an interview, I'm wondering Eastern Market yeah with with Timmy. I was freezing freezing cold with that 10-speed. I know you know you got extra OverDrive's and all that, but also allows you to space all the gears differently right. So it's just kind of a Peterbilt 18 or whatever you can just keep them. Keeping the power yeah yeah that same transmission thing. They did that's the last series on the base of the diesel on the gas at the same transmission, except for those clutch packs, and then they came out with that stripped down one for the six to whatever they called that. You know - and I was upset with that, because I liked having that extra heavy duty transmission right and so now I suppose they still have that transmission with the 6-2. If you don't get the tennspeed same one, that has the entry level yeah yeah same entry level 6-speed is still available. Yeah, I'm not happy about that. But that's just me. Okay. I, like that concept of being the same transmission. Well, that's good!