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Any 1999 F-250 owners?

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Comments

  • lemanslemans Member Posts: 43
    I forget...Which is the best to get ESOF or Manually Locking hubs.
  • BrutusBrutus Member Posts: 1,113
    The new Superduties with the ESOF also permit you to manually lock the hobs. I can get out of my truck, walk up to each of the front hubs and manually put them in the lock position. I had the SOF (different from the current system) on my 92 and I did not have the ability to manually lock the hubs. Personally, I never even considered not getting the ESOF. I did alot of shifting on the fly in the winter with my 92.
  • SkreggSkregg Member Posts: 3
    There is a dependability problem with the ESOF, as even though you can manually lock the hubs, this does not engage the transmission. In the pure manual system, you do the actually shifting of the transmission into 4Hi and 4Lo along with the shifting of the hubs. Manually shifting ESOF hubs does not give you 4 wheel drive. If the little switch breaks, or the module that controls the transmission fails, you are SOL. If you are serious about off-road, you won't get the ESOF, but if the 4x4 is just for the occasional snow, its probably more reasonable.
  • SkreggSkregg Member Posts: 3
    I have noticed a problem with my engine, and would like to know if others have experienced it, what the cause may be, and what will Ford do about it?

    I just got my F-250 SD 6.8L V-10, SC LB 4x4 3.73LS 5spd manual on Wednesday, I drove it
    600 miles since then, and have noticed a problem with the engine. Engine noise gets extremely loud from 2200 to 2400 rpm with peek noise occuring at 2250 rpm. With the 3.73 axle and 5th gear, this occurs between 72-77 mph. The noise and increased vibration occur in all gears, but its most noticeable in 5th, as the engine spends more time
    passing through this rpm range at the higher gears. Another observation to go along with this is that if coasting down a hill, and dropping from 2500 rpm through 2200 rpm without applying the gas, their is barely any noticeable increase in noise or vibration, but when going uphill and pushing on the gas trying to accelerate up through
    this range, the noise is extremely loud, and the vibration is evident.

    I know this is a problem, and it really feels like I would be damaging the engine if I maintained speeds within those rpm ranges, not to mention my hearing. If anyone can give me any help it would be appreciated.
  • KEH4x4KEH4x4 Member Posts: 109
    I just got my 99 Crew Cab, V-10 4x4 SWB with REAR(only) anti lock brakes last week. From the time I drove the truck off the lot, I was getting a slight groan or clunk as I came to a complete stop. If I creep it forward and stop again, it groans/clunks again. It did it every time when I first got it, now it only does it about half the time. And it is about one fourth as loud as in the beginning. With 200 miles now, it still does it. I mentioned this the other day on this forum and someone said something about anti lock brakes adjusting. Mine is rear only antilock, and the noise definatly comes from the front wheel/brakes. Anyone else had this problem. I will take it back if it keeps up, when I can find time (not real soon).
    Also, I got the trailer towing package. It has a 4 pin connector. But my friends 98 F150 with the towing package has a 7 pin connector with a 4 pin adapter included. Did I get screwed, or is this how the Super Duty comes with the towing package. I did get all the wiring etc in the glove box for connecting the trailer brake,just not the 7 pin connector mounted on the back of the truck.
  • mroffshoremroffshore Member Posts: 148
    stirling,
    Get the 4x4, even if you only use it a few times per year you will be glad you have it when you need it. I have the SOF and like Brutus said you have the option of locking manually if you choose. You have to lock manually if your stuck in a stationary position I believe. Case in point: I ran the SOF on the highway several times in wet weather thus far just to test the system. Everthing worked as planned in and out no problems. I was doing a land scaping job on the side of my house where I have a french drain. The ground was soft and I sank up to the axel in soft dirt and mud. I had 2 plus yards of wet mulch in the back so I had alot of weight. I knew the only way I was going to get out after spinning in two wheel was 4x4. I got out manually locked the hubs, put the tran. in low and pulled out with ease and I do mean with ease! The point I'm trying to make is two fold. 1. You never know when your going to need 4x4. If I did'nt have it I would have needed a tractor to pull me out, I was really sunk in. 2. You have the best of both worlds, I feel anyway. Your driving along you hit poor road conditions what ever they may be and you hit the SOF and your in after 3-4 rotations of the tires. Your stuck in a stationary position and you manually lock in. Also if the SOF for some reason fails I think the manual will over ride the SOF.

    I hope this helps.
    Mroffshore
  • stanfordstanford Member Posts: 606
    KEH4X4 : Read the instructions that come with your brake-harness wiring. The SDs are wired for 7 pins to the back, just need to pick an adapter (6 or 7) and hook it up. My '93 was 7 pin and the 4 pin surprised me -- then again, I use 6 pin anyway so it wasn't a big deal.

    MAXHVAC: The Triton engine line has one coil for every cylindar, sitting directly over the spark plug. Thus, there are no wires, and the coil only fires 1/8 (or 1/10) as often as it would have done. A very nice system IMO.
  • smith6smith6 Member Posts: 11
    Living in Wisconsin you can appreciate what a winter really is. The main reason I went with a fully manual 4wd system, is because when driving through slush and snow the hubs and transmission area packs full of it and freezes. When you go to put it in 4wd the little electronic servo mechanisms of the ESOF can't brake away the ice. I have heard of this happening many times around this area. The only thing they can do is get pulled out and go let the truck sit in a heated garage for about two days. With the fully manual system, a tap or kick on the hubs and a little omff will get them engaged, and the transmission usually just takes a good jerk on the stick to do it. As far as 2wd vs. 4wd. I went without 4wd for one winter and I will never do that agian. Even with the 600 lbs. of weight in the back I still couldn't make it up a gentle slope of a driveway in icey conitions(all winter).
    P.S. It was a 88' 2wd F150 4.9L
  • BrutusBrutus Member Posts: 1,113
    Are you talking about the new ESOF that is currently being offered in the 99 Superduty or are you talking about ESOF in general? What types of vehicles were the people driving that said they had problems with the ESOF freezing up?

    I had the old SOF in my 92 F-250 and I never had any problems with the shifting on the fly in the winter. I lived in Alaska. I used to shift on the fly when it was -20. I can't believe that Ford would make a system that would freeze up in the winter since a high percentage of the 4wd use by most people is in winter conditions. Why would they design a system that didn't work as effectively as the previous system?

    I guess another question I have is why would it take two days to thaw anything out in a heated garage? I'm not trying to be a smart #@%. I'll be plenty disappointed if the ESOF doesn't function properly in the winter. Based on my past experience with Fords and 4wd in winter conditions, I'm just having a hard time believing that the problems you mention are normal and only with the new ESOF.
  • stirlingstirling Member Posts: 10
    Thanks for the good advice on 2wd vs. 4wd. I'm in Central Texas, so ice is a non-issue except for 2-3 days a year. But a good rain can turn a dry dirt road into a muddy mess in a few minutes.

    Can anyone explain to me which tires to order and why (the LT235/85R16E vs. LT 265/75R16E)?
  • smith6smith6 Member Posts: 11
    The trucks in which I have seen this occur on are early 90s'. The colprate is usually not the tranny itself, but rather the electronic servo which turn the tranny in gear. Most of the time it is the hubs that lock up and won't move and not the trann itself. Most of the time!! I don't know a lot about the new 99s' because its too early to tell, but if they fixed it thats great. I have always and will always drive Fords, thats just the way I am. I hope that you enjoy whatever you own for a truck and that everything goes great.
  • laverntonkinlaverntonkin Member Posts: 8
    Manual will not override ESOF for locking in the transfer case. With ESOF if it doesn't work - it doesn't work. Manual only locks the hubs - not the transfer case.
  • BrutusBrutus Member Posts: 1,113
    laverntonkin,

    I'm not that familar with the new ESOF on the 99 trucks. My 92 F-250 truck with the SOF did not have the manual overide. If I shift on the fly to 4wd, and then I'm about to hit some really rough stuff, wouldn't getting out and manually locking the hubs pretty much insure that the hubs will stay locked? As I mentioned, I would have already been in 4wd before locking the hubs, so the transfer case would already have shifted.

    I was under the impression that the point of the manual override was exactly for situations like the one I mentioned. In other words, it kind of sounds like a fail-safe to ensure that the computer (or whatever it is) won't overthink and decide it's time to get out of 2wd when you get in some really tough stuff. If the ESOF attempts to shift out, the hubs would relay the message that they are locked and it can't be done. Am I way off base here? If that's not the case, any idea what the point of the manual override is?
  • stanfordstanford Member Posts: 606
    There is some concern that the ESOF would possibly malfunction and fail to work when needed. This has nothing to do with the hubs, but the transfer case linkage itself.

    Of course by that reckoning you should be running a manual fuel pump, stick shift, carb., etc. Of course, if you're into way-outback off roading, this is not a bad idea... they're all able to be repaired out in the field. For the rest of us, its not as big a concern.

    Here's a quick test. Are you happy trusting your automatic transmission and fuel injection? If so, you might as well trust your ESOF. Yes, its another part that could potentially break down... but its by no means the most likely one.

    The hubs themselves on the new SDs are the best of both worlds. Automatic, yet manually lockable should the automatic function break. If they're not broken, you don't gain anything by manually locking them though.
  • stanfordstanford Member Posts: 606
    stirling: I'm in the Dallas area, and I went with 4X4 and ESOF. I won't be mudding in my $36K truck either, but agree that you really need it sometimes when towing out of fields, et cetera. Good ol' Texas mud.

    As for tires, I'm assuming that you went with SRW. In that case, by all means get the 265/75s from a visual standpoint at least. They have the same weight rating and do a slightly better job of filling those cavernous wheel wells.

    If you have the older brochure (the SD only one) you can take a look at them on the regular cab 4X4 featured on the Ford accessories page. IMO the SRW 4X4s with the 235s look a little odd. The extra width isn't really enough to make much of a difference in performance, mileage, or noise.
  • mroffshoremroffshore Member Posts: 148
    laverntonkin,

    I agree with Brutus and I'm not so concerned with the tranny as I am with the hubs themselves not engaging when needed. Thats what I wanted to covey. If you can manually lock the hubs and asssuming the tranny is working properly your ok.

    Stirling,

    Get the bigger tires, 265/75r16e, I added them as an option when recommended by professor Rich. They give a very smooth ride. It was worth the extra money.

    Hey, do you have any Quail hunting deep in the heart of Texas? I've been trying to get down to Abelene, Albany, Roby area in west Texas for the last 4 years. My pointers want me to make the trip also but my wife and kids don't! HAHAHA I'll get there one of these days, my heart is in Bird country!

    Mroffshore
  • mroffshoremroffshore Member Posts: 148
    stanford,

    I agree totally with everything you said but keep one thing in mind, as I mentioned yesterday. I think with the SOF you must engage the hubs manually if your stuck in a stationary position. I believe even with the design of this system the tires must make 3-4 rotations to engage 4x4. If your stuck in mud, etc. obviously you must manually turn the hubs. Please correct me if I'm wrong.

    Mroffshore
  • stanfordstanford Member Posts: 606
    I don't believe that's the case. For instance, to shift in and out of 4WD Low you must be in Park or Neutral. I tried stopping in 2WD, flipping to 4WD Low, and moving forward -- the front driveshaft was turning and the transfer case was definately in low. I'm not sure if the hubs were locked, and no good way to test it, but if they depended on revolutions could the simple act of the driveshaft turning lock them up anyway? Just an idea.
  • stanfordstanford Member Posts: 606
    Also, you'd need to engage the hubs manually without the ESOF, so you don't lose anything there by going with the option :-) If you're happier engaging them by hand, feel free to do so. Myself, I think I'll sit comfortably in the nice leather buckets and let the truck sort itself out.
  • mroffshoremroffshore Member Posts: 148
    Stanford,

    Are you kidding me? Do you think I want to get out of the truck? I refused my first truck in May because it came through with out the SOF feature!
    I love the feature I'm just saying there will be times when you will have to get out of the truck and manually lock the hubs in. I thought I read in the Ford manual that the hubs operate through a vacum system and the tires must rotate to fully engage the system. I'm sure thats what it said in the maunal, check it out.

    I hope I never have to get out of my leather seat also! Brutus said it best earlier when he dicussed Ford engineering, it should work and work properly! Peace

    Mroffshore
  • meeskameeska Member Posts: 1
    Hi,
    I need help! I am in the process of ordering a Ford F-250 Super Duty, V-10. I'm trying to decide on tires. I've been reading the messages here. I've read pros and cons on the tires. Should I order LT235 OWL A-T or LT265/75R16E SBR OWL A-T? I've read that the 265 gives a much smoother ride. My dealer told me that the 265 would affect the torque and pulling power of the truck (not be as good as with the 235). I will be pulling a 5th wheel, about 13,900 pounds. I'm stuck....which tires do I order? I need to know quick. I also read somewhere that with the 265 tires you wouldn't be able to get the fender covers? Go figure. Well, thanks.

    bingram
  • stirlingstirling Member Posts: 10
    stanford and mroffshore,
    thanks for the tire advice. I haven't ordered yet, but it will be SRW. All the banter about ESOF is fairly confusing. But the bottom line appears to be that it works as designed.

    mroffshore,
    plenty of quail hunting in south texas. I've also hunted west of fort worth. but not much here in the hill country. right now the focus is on deer season, our area is #1 in U.S. for deer population.
  • smith6smith6 Member Posts: 11
    Just for the record when I mentioned the "manual" tranny on 4wd systems. I was talking about the actual 4wd transfer case engageing system and not a stick shift or automatic tranny. As I said I don't know what Ford has done in the last five years about it. The way it sounds the newest system is great and I hope you all have the best of luck with.
  • stanfordstanford Member Posts: 606
    meeksa:

    Your dealer is full of it. The only way that your tires can affect towing power is if they have different outer diameters. 85% of 235 is almost identical to 75% of 265. For all intents and purposes, these tires are the same height.

    As for the fender covers -- don't worry about it. The tires are not that far apart from one another even in width.

    SRW eh? Sounds easy to park :-) I went with DRW mainly for stability, and the fact that I've seen more than a few SRWs blow out a rear tire during a tight turn with a loaded trailer. Then again, they were older and I'm probably fooling myself. However you spec 'em out, these are great trucks.
  • laverntonkinlaverntonkin Member Posts: 8
    The first time I got stuck in my 1st 99 SD was due to a loose fuse. The electronic logic doesn't work without juice. That's when I found out (the hard way) that the manual hubs don't do any good if the transfer case isn't locked. I could have lived with that if not for all the other issues with the ESOF. I'm not so sure that if I were to order another today that I wouldn't get the ESOF again. It sure is (was) convenient.
  • stirlingstirling Member Posts: 10
    ESOF: I just spoke with a dealer who sells 30-50 of the super duties per month. He said do not order the ESOF, they are still having problems. The main problem is that the gears are plastic and the teeth are shearing off when the 4wd is engaged.

    Does anyone know if the 2000's are slated for an early release date, like the 99's were, or are they coming out Fall 2000?
  • stanfordstanford Member Posts: 606
    Fall 2000, just like when the F150 had an early release date.

    Does your dealer have any information (such as a TSB) about the ESOF problem? This is the first I've heard of it.
  • stirlingstirling Member Posts: 10
    stanford,
    He didn't mention a TSB, but if I find out more I'll let you know.
  • maxhvacmaxhvac Member Posts: 2
    Skregg << I also had that with my brakes when I first got my truck. Now I have about 1,600 miles and it seems to have stopped. I have no idea what it was but the manaul says to take it easy on the brakes for the first 1000 miles or something to that effect.
  • KEH4x4KEH4x4 Member Posts: 109
    My front non antilock brakes were making a slight groan when coming to a complete stop. I brought it back even though it had improved tremendously. The shop foreman checked it out while I was there and noticed the extreme amount of tire dressing that the detail people put on the tires and wheels at delivery. He said the dressing was causing the groan, and that is why it is improving. He said it should be cleared up in a couple hundred more miles. He also said to make sure that in the future the tire dressing only goes on the tires and not on the wheels where it can go through the holes and absorb into the disc pads. He also said that the antilock brakes are dialed in before the trucks leave the plant.
  • KEH4x4KEH4x4 Member Posts: 109
    I checked my gas mileage on my first tank. I went 225 miles with 22 1/4 gallons of gas. This totals almost exactly 10 miles per gallon. Mine is a F250SD Crew Cab short bed 4X4 with V-10, auto and ,4.30 axle. About 40 miles was freeway driving, the rest was in town and city driving. I pampered it the first 150 miles, but there after, I have done some fairly hard acceleration now and then. Most of the driving was with 300-500 pounds of passengers with no load in the back, and only 30 miles of 1300 pounds total people and load. I think this is reasonable mileage, and it should improve a little after fully breaking in.
  • ddorffddorff Member Posts: 8
    For the moment I'll stick with my (latest) decision keep the ESOF dropped from the order, and hope to find an aftermarket hub auto-locking mechanism. I've heard some inserts were available for older Fords. But, I'm completely 49/51 as to which way is right for us. The two main arguments are, as I see it...

    On the one hand, the added convenience (for women with children especially, as is in our case) and safety by easily toggling 4x4 from the inside, makes it well worth the minor cost of the option, and potential added cost and hassle for the potentially rare time(s) it might break. Just as we don't rely on hand cranks to start motors, but rely on complex starting systems, so should we accept progress and learn to rely on automatic 4x4 systems. (Some of these arguments are paraphrased from an interesting thread on the pros/cons of ESOF on another msg board that's under construction now and so can't be used to check my quite fallible memory.)

    On the other hand, the lack of manual override for transfer case en/disengaging, and only partial override capabilities for hub lock/unlocking
    can be considered a significant, potentially much more severe, though admittedly not nearly as likely, safety risk. As I understand the SD ESOF,
    failure could leave the front drive shaft engaged, or dis-engaged, with no remedy to change, or could leave the hubs locked, with no remedy to unlock. (I take the ESOF hub settings "on" and "automatic" to mean hubs are either manually set on, or manually set to automatic, and then subject completely to the whims of the ESOF operation. Can be forced to be "locked", but can't be forced to be "unlocked"). The only manual override capability in case ESOF fails is to "lock" the hubs. If these assumptions of it's operation are correct, I see the potential for disaster in a few scenarios. First, one could be at the bottom of a snow covered hill, or otherwise stuck, and not be able to engage the front driveshaft, and be stuck. Second, one could be on dry pavement (snow ended, roads cleared, middle of long Winter highway trip) with no way
  • ddorffddorff Member Posts: 8
    ...to disengage the front driveshaft or unlock the hubs, and have transfer case binding. Note: By ESOF failure, I mean anything from axle-located, vacuum-operated hub locking/unlocking mechanism failure, to the computer not sending the desired signal to any component, to the shift knob breaking, and anything in between. It's not that the manual mechanisms can't break, but it seems an order of magnitude less likely.

    (Still on the other hand...) Although I realize I'm being a little too paranoid about failure when
    cotemplating our own decision, I feel some amount
    of it is justified. If the SDs were barely out the door when ESOF problems started to pop up already, that tells me either insufficient testing was done, even short-term testing, or, a change was made to the design late in development stages after much or all testing was done, or ESOF wasn't tested in all configurations if problem was configuration dependent (I don't know, not does it matter much). That also tells me that long-term (ie stress, duration/longevity) testing was not done, or not done sufficiently, otherwise, this short term-occurring problem should have
    surfaced, in all liklihood, along the way in long-term testing. Granted, I'm still a little too paranoid but the evidence of quickly-appearing major problems, combined with my assumption that this is (?) a new system (ESOF on SD) with little or no long-term field exposure, makes me feel that
    anticipation of problems within it's useful (relied upon) life is justified.

    I don't know for sure exactly how all the mechanisms involved in ESOF operation work, and I think that's needed for a lot of my arguments above. For example, if it were the case that there's no way hubs would get stuck in "locked" position, but that in case of any failure, they "must" revert to unlocked, unless manually overridden, it would totally shoot down disaster scenario #2. I doubt however that much of
    this provisioning exists because I would guess it takes extra engineering, beyond the extra already
    required to implement ESOF. Automakers aren't renowned for this from what I hear. The above are only my perception of how it ought to operate based on the possible settings of the system (ESOF dial knob settings and manual hub override settings), the brochure, and other msg board or email list info come across. That's all I have to go on for now in order to make our decision. If anyone's got some concrete info on how the system mechanically works, fire away. I gather I'm not the only one somewhat in the dark.


    For what it's worth,

    Dick Dorff
    lives at the bottom of a steep hill in Mass.

    Ordered: 10/27; Est Time to Delivery was 4-8wks (we're not holding our breath)
    '99 SD F250, CC, SB, 4x4, V10, 3.73LS (so far), XLT, Auto, 235/85 AS, Tow Pkg.
  • KEH4x4KEH4x4 Member Posts: 109
    I had a Mitsubishi Montero a few years ago, and once one of the automatic hubs wouldn't come unlocked. The way I knew was the 4x4 light on the dash went out when I put it back in two wheel drive,but the hub light stayed on. I backed up, went forward....everything. The light stayed on. So I drove home. After about a mile, one wheel started making clicking noises, I pulled over, backed up, forward, backward, several times. Nothing worked. I continued home (about five miles). When I got home the hub was very hot. After it cooled down, I took it apart and greased it up, and I worked fine. So I removed the other one and re greased it as a precaution, and never had any more problems with it.
    I wouldn't really worry about the hubs on a new Super Duty for at least 50K miles. My concern is with the electric transfer case engagement. A blown fuse, chafed wire, burned out solenoid, rusty connection, etc could cause the four wheel drive not to work, and leave you stranded, possibly to freeze to death depending where you are and how well equipped you are.(I am always prepared for the worst)
    I don't use my four wheel drive very often, but when I use it, it is because I need it. I got the manual transfer case. It is not that much trouble to get out and lock the hubs if I need to. Also, if you live at the bottom of a snow covered hill, you can always lock your hubs before you go, and then engage the transfer case only when you need it. You can drive around with the hubs locked all the time if you want, as long as you don't engage the transfer case into four wheel drive. It will increase wear and decrease gas mileage a little, but not that much. I had a 77 Dodge Powerwagon with full time four wheel drive that always had the front driveshaft and axles turning. I put over 100K on it before selling it, with no problem with the front drive components. The early 4x4s with part time four wheel drive had locking hubs as an option. Many people had their front components turning all the time. So I think the manual system is better for me, and was $125 cheaper too. I would have paid $125 more for the manual system.
    Ken
  • f150manf150man Member Posts: 42
    Lot of 4X4 talk.... thankfully I have ordered two wheel go and have no worries about 4-by maintenance. It is almost a challenge to go thru New England winters in two wheel drive. Yes we add some weight to the back and always carry a shovel and a bucket of sand... but doesn't everyone do that??
    My concern is over the TRAILER TOWING MIRRORS that Ford offers. I have a super duty on order and also purchased a F550 SD last month for the company. I also read my first SILVERADO literature yesterday. Chevy has both heated and telescoping mirrors!! I wish Ford would get the "lead out" and improve the TT mirrors. The top mirror is great, but the bottom wide angle mirror is not adjustable and it really depends on your height if you can see anything in it or not. Being tall, I find the bottom mirror useless. I can't believe anyone makes truck mirrors that are not heated?? We are not talking a money issue here... I mean we are spending $30 k or so on these rigs, so what would a few extra bucks be for good mirrors? Anyway I ordered my 250SD CC with standard power mirrors and plan to add my own passing mirrors, problably something off an 18 wheeler... but not sure yet.
    This is my only complaint on a fantastic vehicle from Ford.
  • joejoe Member Posts: 16
    Mr Dorff
    I read your post from Thus. and I am not sure what part of ESOF you think might break. The early problems that ESOF had were in the GEM computer, they had a software problem where the computer would put your truck into 4wd. This was fixed back in June. I wish I could point you to where software problem but I don't remember where I saw it. The early problems were not hardware related Now if your concern is the durability of the hardware I think your concern is valid, since these trucks are only 8-9 months old.
  • dmscmsdmscms Member Posts: 5
    What are the opinions of the Ford alarm systems
    called "System 6"? My dealer said that if I have a third party alarm system put in that Ford may not warranty my electrical system if they think someone has played with it. He said the Ford System 6 alarm is just as good as any of the third party systems and the Ford alarm system is warrantied with the vehicle's warranty. I am trying to figure out if it is worth paying about $120 more for the Ford alarm system or have a Viper alarm system put in by a third party vendor. Your opinions are appreciated.
  • ddorffddorff Member Posts: 8
    Hi Joe,

    I was actually speaking quite generally, about the ESOF system as a whole, and all it's little pieces parts. If anything in it breaks, it could lead to one of the two bad scenarios described. It's the testing of the system as a whole, and all it's little pieces parts that I'm not yet comfortable with given the early problems found (even though fixed). --Dick.
  • stanfordstanford Member Posts: 606
    dmscms:

    Your dealer is trying to pull a fast one on you. Aftermarket alarm systems in no way shape or form void your warranty. The only exception would be if there's a problem with the installation itself that causes other electrical problems, which is highly unlikely. Go to a reputable alarm dealer and they'll take care of you.

    I'm unfamiliar with the Ford alarm but after sales tactics like that I'd stay away from it. If it wasn't inferior merchandice they wouldn't have to sell it that way. In general the factory alarms are about as good as the factory stereos though. Decent enough, but nothing compared to a nice aftermarket piece.

    As far as the alarm goes, do yourself a favor and get it installed at a nice shop -- not a Circuit City type of place and not one of these 'tint and alarm for $99' places. They'll be there if you have any problems with it and you'll end up with a better unit.
  • dennis4dennis4 Member Posts: 47
    Well my truck was in Boston last night and it should be up in Maine later today. Gonna pick it up Monday, if all goes well. Saw one that looks like mine (250 SD SC 142" 4WD Lariat V10 auto,3.73ls 265 owl a/t tires, white with tan accent and leather bench )Thursday,.....its gonna be a change from an 86 Bronco.

    Oh BTW, I got approved from People First Finance http://www.peoplefirst.com/ filled out the form, clicked submit, 10 minutes later they called, I faxed them 2 papers, they called back 15 minutes later and gave me the approval for 6.9% 5 yr term.
    They even FedX'd the check and paperwork out to me 2 days later. Seemed easy enough....anyone else get financing online?
  • bfunfrulesbfunfrules Member Posts: 2
    Hey there. I'm close to buying a F250SD, crew cab, 4 by 4, with the PSD. The truck I'm looking at has the tow package, the camper package, and the upgraded tires (the 265s). Here's my question: Will the camper package make the ride less smooth? I have a travel trailer, and won't be using this truck for a camper anyway. Apparently, the camper package adds a rear stabilizer bar bar and aux rear springs. Any thoughts?
  • stanfordstanford Member Posts: 606
    The camper package really doesn't matter -- the extra helper springs are designed not to do a lot when there's no load in the bed. I doubt you'd notice a ride difference between having the entire package and not having it. Go for the truck if everything else is right -- it sounds great!
  • ChipGleasChipGleas Member Posts: 2
    I just wrote a response in the mileage conference so I won't repeat it here, but allow me to summerize. I own a 99' SD 250, 4x4, 5.4, a/t, 3.73. I could have afforded the V-10 or the 7.3, but why pay for something if you aren't going to need it. I hear advice given to prospective buyers, by so-called experts (some who may not even own one of these trucks), that the buyers should not look at the 5.4 engine. I have driven this truck for 5000 miles now, am getting 14 mpg in town, and get 12 mpg pulling a 6x12 trailer, fully loaded, at 70-75 mph on the highway. If you are considering pulling a 5th wheel, a horse trailer, or a concrete forms trailer, this engine is not for you. But for many other truck owners, who are looking for a truck that is more heavy duty than the light f-250, the 5.4 engine is a good combination...unless of course, your ego cannot tolerate owning a "smaller" engine... :-)
  • f150manf150man Member Posts: 42
    Yes, you will not be able to compare a Super Duty to an '86 Bronco. Glad to hear you are close to delivery. I am one to two weeks away myself. How did you find out the location of the truck and the exact date it is due into the dealership??? I am in Connecticut but travel to Maine often (Portland, Mt Vernon and Jackman).
    I have an F250 CC PSD SB Lariat 2WD on order.
  • dennis4dennis4 Member Posts: 47
    I called the dealer Friday and he called the "Ramp" in Boston where the vehicles come off the train and are transfered to car carriers for the trip up here. Being in CT, yours may go to NJ instead.He also had an approximate ETA from Ford of 11/16 (although he had told me previously of a 11/2 ETA). We'll see..... 1 day, 2 hours, 48 minutes............

    P.S. Did you get a VIN yet or a build/delivery date?


    Oh Chippy, It wasn't ego that made me get the V10, I'm just not afraid of the power.... ;-)
  • mroffshoremroffshore Member Posts: 148
    stirling,

    With all this talk about the SOF system I'm wondering if I made the right move. I passed on a truck in early May because I wanted the SOF. Anyway you mentioned in an earlier post something about plastic gears. Are you sure and if you are where is all the plastic located? I can not believe Ford would make a cheap system. I will be all over them legally or other wise if there is poor workmanship, design or what ever. I've been through this with Ford before with the 95 windstar and prevailed. I hope I do not have to get into that down the rode over the SOF.

    DDORFF,

    Very impressive post, WOW!

    Laverntonkin,

    I agree with your last post and understand what your saying.

    Mroffshore
  • BrutusBrutus Member Posts: 1,113
    I wouldn't be concerned about the ESOF. Other than the initial problems, that were remedied before you got your truck. I have yet to hear of anyone who actually has had a problem with the new ESOF after that initial fix.

    Like I said, I had the old model of the SOF in my 92 F-250HD and never had one problem. I shifted on the fly in below zero winter temps and 100+ degree summer temps.

    I'll find out for sure about the new ESOF in January when I make my trip from Texas to Alaska. If I end up in the ditch with my new camper in the Yukon territory because the ESOF failed, Ford will likely be hearing from alot of us. If not, we can probably put this subject to rest.
  • f150manf150man Member Posts: 42
    Thanks for the info on "ramps". I could go there and spend a day watching new super duties being unloaded:-) Yes, the dealer rec'd the Vin # and the build date back on October 23rd. He said I would have the truck by early December... but I think he was being conservative.... I'll phone him the end of this week and see if he has any update... that will be 4 weeks from the time the order was pulled.
    I understand your countdown... I have been in that mode for 4 weeks!!!
  • markbuckmarkbuck Member Posts: 1,021
    Bfunfrules - Camper package will corner sharp curves much flatter (less body lean) due to the rear stabilizer bar, but the rear end will not perform quite as well off road (rear tires will move together). I prefer the camper package and have it on my '89 F350.
    ChipGleas - concur with you, the 5.4L does a great job on the SD when empty and when towing moderate loads. You don't always have to go up the hills towing at 80...... Remember, we buy big trucks for good all around use and safety. If you wanna race around, buy a new Z28 for $22K...or buy a 1/2 ton with the big motor.
  • mroffshoremroffshore Member Posts: 148
    Brutus,

    Again I agree with you 100%! I believe Ford has put quality in this system and it should last. We will see over time and we will see how you make out in the north country. Remember my truck was built a month or so after the ESOF problems were worked out. I assume everything is OK.

    Mroffshore
This discussion has been closed.