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GEN 1 (2010-2014) Ford SVT Raptor Forums
Ford Raptor Engine Discussion and Performance Mods
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<blockquote data-quote="FordTechOne" data-source="post: 1461535" data-attributes="member: 35543"><p>Yes, the camshaft failures only affected the engines in early models, but that was still a population of about 30,000. The cheap, poorly designed and failure prone tailgate was a widespread issue; they "reinforced" it in later years but they're still made from thin, low grade bonded sheet metal. Failures like that really exemplify the difference between Japanese and American manufacturers; the Japanese don't have the slightest clue how Americans use their trucks, so all they can do is copy American designs and rely on second hand market research information. I guarantee they never even tried loading an ATV or motorcycle into the Tundra during development; if they had, they would have realized the failure mode immediately. Instead, they identified an opportunity to save weight/cost by "lightweighting" the tailgate and it's components, with zero insight as to why the American trucks use robust tailgate design.</p><p></p><p>As far as frames, GM was introducing their fully boxed and hydroformed frame in their all-new 2007 GMT-900 trucks at the same time that Toyota was introducing their all-new 2007 Tundra with an open c-channel frame. Another example of a foreign company completely failing to understand their target market while chasing profit opportunity instead of quality.</p><p></p><p></p><p></p><p>A lack of torsional rigidity is a significant durability issue because it affects more than just the system that the flex originates in. All components are rated to a fatigue cycle, which means that after a certain number of cycles, the component will exceed it's duty cycle and fail. In the case of the mild steel body panels on the Tundra, running that Ford durability test will inevitably result in a failure of the frame or it's fastened components. That translates to real world failures, which are well documented. </p><p></p><p>You are assuming that the test results are correlated to the suspension, which is not accurate. The test is designed to max out a the capability of the suspension without causing damage to the chassis. You can run a standard F-150 across that test as fast as you want, it may not retain the desired stability, but the cab will not hit the bed and the frame will not bend. Same with a Raptor or any other real truck; exceeding the suspension's capability should never result in damage to the frame and body. Toyota doesn't care about any of those things; they focus on selling based on the badge, not the quality or capability of the product.</p></blockquote><p></p>
[QUOTE="FordTechOne, post: 1461535, member: 35543"] Yes, the camshaft failures only affected the engines in early models, but that was still a population of about 30,000. The cheap, poorly designed and failure prone tailgate was a widespread issue; they "reinforced" it in later years but they're still made from thin, low grade bonded sheet metal. Failures like that really exemplify the difference between Japanese and American manufacturers; the Japanese don't have the slightest clue how Americans use their trucks, so all they can do is copy American designs and rely on second hand market research information. I guarantee they never even tried loading an ATV or motorcycle into the Tundra during development; if they had, they would have realized the failure mode immediately. Instead, they identified an opportunity to save weight/cost by "lightweighting" the tailgate and it's components, with zero insight as to why the American trucks use robust tailgate design. As far as frames, GM was introducing their fully boxed and hydroformed frame in their all-new 2007 GMT-900 trucks at the same time that Toyota was introducing their all-new 2007 Tundra with an open c-channel frame. Another example of a foreign company completely failing to understand their target market while chasing profit opportunity instead of quality. A lack of torsional rigidity is a significant durability issue because it affects more than just the system that the flex originates in. All components are rated to a fatigue cycle, which means that after a certain number of cycles, the component will exceed it's duty cycle and fail. In the case of the mild steel body panels on the Tundra, running that Ford durability test will inevitably result in a failure of the frame or it's fastened components. That translates to real world failures, which are well documented. You are assuming that the test results are correlated to the suspension, which is not accurate. The test is designed to max out a the capability of the suspension without causing damage to the chassis. You can run a standard F-150 across that test as fast as you want, it may not retain the desired stability, but the cab will not hit the bed and the frame will not bend. Same with a Raptor or any other real truck; exceeding the suspension's capability should never result in damage to the frame and body. Toyota doesn't care about any of those things; they focus on selling based on the badge, not the quality or capability of the product. [/QUOTE]
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GEN 1 (2010-2014) Ford SVT Raptor Forums
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