[kjfinkes]

Just picked up our 2018 Blue Jean Metallic two-tone on 9/11 from Pettijohn Auto group in Bethany, MO (great experience there). Son and I drove it home to Baton Rouge. At 48,000 miles it has replacement Sumitomo Encounter HT on all four corners and should be significantly broken in. About 24 mpg for the trip home.

Set up a weight distribution hitch (Curt Trutrack) and wired a four pin cable for a rear camera on the 20' camper. Adding snap on towing mirrors this week.

We're headed out on 9/18 to Glacier National Park from Baton Rouge with our two youngest and a dog. I'll try to keep everyone updated on the towing mpg and general feel of driving (and living with) the new 3.0

For comparison, we just returned from ~5,000 miles in a similar 2018 Lariat with the 3.5TT and 3.55 rear end. Averaged about 8 through Missouri, Iowa, South Dakota, Wyoming, Colorado, New Mexico, and Texas. Looking forward to seeing what kind of differences we can spot.

 

[jmperlik]

@kjfinkes - let me be the first to welcome you here to our little corner of the internet!

Thanks for offering to track and report back your towing MPG, as you will have a direct comparison/shoot-out of 2018 3.5 EB vs a 2018 3.0L PowerStroke Diesel. What trim level is your 2018 Blue Jean Metallic two-tone? Going to assume a Lariat also, as the I think that is only trim where you can get the two-tone paint option.

I'm going to fathom a guess that you should get maybe 2x (15-16) the MPG with the PS Diesel, so interested in hearing what your actual results will be. You'll probably take a small hit with the 3.31 rear vs the 3.55 rear in the 3.5L EB, so maybe closer to 14-15 MPG -- either way it should be a huge improvement over the gasser. Drop a Titan XXL tank in yours and you've got a nice towing platform for your 20' camper.

Keep an eye on your payload, as you might be getting close to limits there (Lariat and above trim levels take it in the shorts)

Please post back as you start getting results, as this should be an interesting comparison...

 

[kjfinkes]

Yep, payload is an issue. So far, so good on that front and since we are pretty close it helps that the Sumitomo Encounters are E rated. Factory rubber has much lower ratings thus limiting overall payload (there is more to it that just tires, but the axles and suspension components are not the limiting factor on the low end). Here is the window sticker for the trim/options on the truck:

 

[kjfinkes]

605 miles in. One tank at 9.9 and one at 11.2 mpg hand calculated. That’s about 25% improvement from the 3.5...but...now at the Ford dealer due to the engine overheating. Tech feels that the egr recall was done ‘sloppily’ (though that was 40k ago). Absolutely not a great first look for the 3.0 after just doing a 5000 mile incident-free trip with the 3.5TT. Tough break on a road trip.

 

[kjfinkes]

Fortunately, no parts needed to be ordered. EGR coolant hose was not properly fitted and tightened. Back on the road after five anxious hours and another tank of fuel. 11.3 mpg running a consistent 64 mph through Oklahoma and Kansas.

 

[jmperlik]

@kjfinkes - good to hear you are back on-the-road-again!

Towing MPG is a but disappointing -- your 20' trailer must be on the heavier side (you didn't state a weight previously) = I should probably stay out of the towing MPG prognostication game, as I was way off with my prediction!

Please continue to report in, as this is a good experiment with valuable data points....

 

[kjfinkes]

Just a wrap up on the completed trip plus some actual numbers for the trailer weight. We wound up clocking just at 5,000 miles and averaged 11.2 mpg over the course of the trip. I didn't separate out runs without the camper for mpg calculations but the truck tells me we were attached to our camper for 4,280 of those miles.

CAT Scale had us at 12,020 lb. gross weight fully loaded truck with bed cap plus a 20' trailer with 3,680 lb. on the steering axle, 3,800 lb. on the drive axle and 4,540 lb on the trailer. The truck fully loaded with two kids two adults and a bit in the back was 7,100 lb. gross with 3,640 lb. on the front and 3,460 lb. on the back. I eventually increased the amount of weight that the distribution hitch placed on the front of the truck but didn't take it back to CAT for another weigh.

Coolant system only acted up that one time and the fix provided at Reynolds Ford in Norman, OK seemed to do the trick. Can't say enough about them getting me in on a Saturday morning (and their tech that works on the 3.0 happened to be in that a.m.). Given this current EGR mess maybe I should make my recall appointment up there!

Side note, transmission is buggy as ****. I'm hoping to get that sorted out before my warranty expires. Unloaded, 10 to 8 shifts are incredibly harsh, to the point where if there are going to be any consistent hills I just lock out 10th gear and let it pretend 9 is as high as you can go. When trailering, I generally kept 10 and 9 off the table to help it along, keep in mind I have the 3.31 rear end so your mileage may vary. Other transmission notes: when coming off the interstate or to a stop from highway speed then accelerating away again, four or five times the truck would shift naturally from 1 through 3 then slam back into first unexpectedly, like I had suddenly pinned the accelerator (but hadn't). Massive clunk as you can imagine. Just feeling that this can't be what the drivetrain engineers had in mind.

Further update coming about the local Ford dealers are telling me about the new EGR recall and the transmission.

 

[thegert87]

Just a wrap up on the completed trip plus some actual numbers for the trailer weight. We wound up clocking just at 5,000 miles and averaged 11.2 mpg over the course of the trip. I didn't separate out runs without the camper for mpg calculations but the truck tells me we were attached to our camper for 4,280 of those miles.

CAT Scale had us at 12,020 lb. gross weight fully loaded truck with bed cap plus a 20' trailer with 3,680 lb. on the steering axle, 3,800 lb. on the drive axle and 4,540 lb on the trailer. The truck fully loaded with two kids two adults and a bit in the back was 7,100 lb. gross with 3,640 lb. on the front and 3,460 lb. on the back. I eventually increased the amount of weight that the distribution hitch placed on the front of the truck but didn't take it back to CAT for another weigh.

Coolant system only acted up that one time and the fix provided at Reynolds Ford in Norman, OK seemed to do the trick. Can't say enough about them getting me in on a Saturday morning (and their tech that works on the 3.0 happened to be in that a.m.). Given this current EGR mess maybe I should make my recall appointment up there!

Side note, transmission is buggy as ****. I'm hoping to get that sorted out before my warranty expires. Unloaded, 10 to 8 shifts are incredibly harsh, to the point where if there are going to be any consistent hills I just lock out 10th gear and let it pretend 9 is as high as you can go. When trailering, I generally kept 10 and 9 off the table to help it along, keep in mind I have the 3.31 rear end so your mileage may vary. Other transmission notes: when coming off the interstate or to a stop from highway speed then accelerating away again, four or five times the truck would shift naturally from 1 through 3 then slam back into first unexpectedly, like I had suddenly pinned the accelerator (but hadn't). Massive clunk as you can imagine. Just feeling that this can't be what the drivetrain engineers had in mind.

Further update coming about the local Ford dealers are telling me about the new EGR recall and the transmission.

Not saying this is your issue, but in general, too bad we couldn't check transmission fluid....with a factory installed dipstick.

 

[Dunrollin]

I put a dipstick on my 2013 F150 with 6R80 and 5.0 V8. I think it was this one that also fits Mustangs. The dipstick opening on the 6R80 seems to be very similar to the dipstick opening on the 10R80.

What I ought to do (if I had energy) would be to get the dipstick off the 2013 and try it on the 2018 diesel. I think it might fit.

Lokar dipstick

 

[Dunrollin]

This B&M dipstick says it fits all 6R80 and 10R80 transmissions.

The B and M Locking Transmission Dipstick was designed to allow for a quick and easy check of the automatic transmission fluid level and fluid quality by the vehicle owner/operator without having to go to the dealership. Fits all Ford 10R80, 6R80, 4R75E and 4R70E transmissions. Constructed of billet stainless steel fittings, steel braided hose and black mil-spec anodized aluminum 6061-T6 cap and bracket, this rugged unit allows for both cold and warm fluid level checks and is meant to be left in the vehicle and locked into place. Additional features include an engraved B and M logo locking knurled h and le cap and fluid level stamped indicator end.

. I was just under the truck and saw the dipstick cover a few days ago, I bet we can fit one of these to our trucks. I love having it on my 2013.

B&M Transmission Dipstick

 

[mascrappo]

That reminds me, I need to check my transmission fluid level.

 

[jmperlik]

This B&M dipstick says it fits all 6R80 and 10R80 transmissions. I was just under the truck and saw the dipstick cover a few days ago, I bet we can fit one of these to our trucks. I love having it on my 2013.

Just need to figure out how to secure the top-side end of the dipstick. We could contact the dealer that handled 18E02 for @mascrappo -- I think they have a couple spare brackets laying around...

 

[kjfinkes]

I'm sure they have some factory certified duct tape that would hold it up as well.